Stroud Town Council

Stroud Station Feasibility Study

September 2019

Stroud Station Feasibility Study

Version 0.1

Produced by:

Sandy Moller

For: Stroud Town Council

Contact:

Jon Harris

Integrated Transport Planning Ltd. Regus Castlemead Bristol BS1 3AG UNITED KINGDOM

0117 917 5159 [email protected]

Contents The table of contents is empty because you aren’t using the paragraph styles set to appear in it.

i Introduction

1. A Tool for Change 2. Using this Document 3. Other Useful Tools

Stroud Town Council (STC) commissioned This document has been developed to help A number of separate tools have been developed Integrated Transport Planning (ITP) in 2017 to realise incremental change and should be used to help compliment this document and assist develop a spatial vision and overarching plan for as a ‘live’ and adaptable tool to help guide and future decision making; including recalibrating improving the railway site in the town. leverage support for investment over time. design elements when neccasary. These are;

The project was funded through the Customer The following pages are designed to help tell the Menu of Measures Assessment Matrix and Communities Investment Fund (CCIF) story of the station site and to lay down specific established by the Train Operating Company and aspirational proposals that can be delivered, Detailed rationale and assessment of each individual (TOC), (GWR). in phases, over the next 5-10 years. measure, including links to policy discourse.

The requirements of the study include gathering This approach aims to overcome some of the 3D Station Site Sketchup Model and collating together a sound evidence base to pitfalls of conventional ‘masterplans’ by enabling help inform decision making and ultimately for decision makers to adapt the focus of investment Adaptable, free tool, for enabling communities to laying the foundations for change at the station. and respond accordingly to local circumstances. change design elements over time

This study must comply with stage two of the This document does not regurgitate previous Street Furniture Design Palette Governance for Railway Investment Projects material that has been collated, but instead (GRIP) process to assist the rail industry with harnesses the evidence and emerging themes to Visual presentation of materials and a range of site minimising risks associated with developments. shape the narrative of this study. and town based infrastructure provision.

Ultimately, this research contributes towards References are made to key pieces of work and Appendices ensuring investment goals can be attained and research that have formed the inspiration for that a practical and realistic plan can be achieved, specific sections of this document. These can be A host of useful documents and evidence to help both economically and strategically. consulted separately when and if desired. with understanding the design rationale.

1 Stroud in Context

1. Place Context 2. Travel Context

Stroud is a market town and former industrial Stroud is well connected to the strategic centre in , situated at the transport network with a high density of local confluence of five valleys and surrounded by the active travel and public transport connections Cotswold Area of Outstanding Beauty (AONB). It serving a wide catchment area and a large is the administrative centre for the District of number of satellite villages. Stroud (pop c112,779); located 10 miles south east of , 13 miles northwest of FIG 1. STROUD FARMERS MARKET (AUTHOR, 2017) By road, the A46 north/south axis connects the and 26 miles north west of Bristol. town with surrounding satellite villages and commuter settlements, whilst the A419; a The town is renowned for its creative energy and strategic east / west freight corridor, links Stroud vibrant, independent retail scene and specialist with junction 13 of the M5 and further afield. events; including the nationally recognised Both intersect to the south of the town centre. farmers market. The range of social, cultural and sporting activities attract visitors from further Stagecoach and Cotswold Green are the main afield whilst the town boasts several conservation bus operators locally alongside a range of small areas and a high density of listed buildings (94) scale ‘Third Sector’ services. These ‘feed’ into the within the town and near the station site. FIG 2. THE STROUD VALLEYS (FIVE VALLEYS DIRECTORY, 2018) town from the rural hinterlands to a central bus station to the west of the town at Merrywalks. No The resident population is engaged in shaping timetabled services call at the railway station. local discourse and active within the local community. The award winning Neighbourhood The historic core and dense urban grain of Stroud Development Plan (NDP) for Stroud, seeks to is conducive for making active travel journeys harness and prioritise future development to whilst the is a popular realise the towns potential as a great place in commuting and recreational link. The restoration which to live, work and visit and to aid the of the canal will invite greater traffic to penetrate growth and regeneration taking place locally. the town centre and connect via the station site.

FIG 3: OLD BREWERY WALL RENOVATION (JACKSON REECE, 2018)

2

RAIL CONTEXT 3. Rail Context N Stroud is the largest station along the ‘Golden

Valley Line’; a meandering rail route connecting A46 Gloucester with , passing through picturesque countryside and quintessential, romantic landscapes; typical of the .

Direct rail services operate approximately once an hour during peak periods, between Stroud and London Paddington, via Swindon, with a Gloucester similar service frequency in a north west direction towards Gloucester and Cheltenham.

Since 2009/2010, annual patronage uplift has A419 increased substantially by 28%, with 528,820 Bath J13 M5 users passing through the station in 2017. Under the DfT station categorisation, Stroud is now Stroudwater Navigation classed as ’a busy railhead’ and requires the neccasary provision to manage future demand. Swindon Cirencester

Whilst plans for line electrification have yet to be FIG 4: NEIGHBOURHOOD DEVELOPMENT PLAN AREA (STROUD TOWN COUNCIL, 2015) confirmed, new longer Intercity trains, with greater passenger capacity and quicker running times, were introduced in summer 2018. This presents an opportunity to extract supressed demand for rail travel alongside the need to manage future growth in rail patronage. I FIG 5: THE LANDMARK HILL PAUL BUILDING AND GWR INTERCITY 125 (ANON, 2018) FIG 6: CAPELS VIADUCT & STROUDWATER NAVIGATION (COTSWOLD CANALS, 2018)

3 THE STATION SITE 4. Station Context STATION BUILDINGS N

Stroud Railway Station, opened in 1845, was ROWCROFT KEY STREETS AND ACCESS ROADS designed by the renowned civil engineer, Isambard Kingdom . The style is reminiscent of Victorian and Cotswold vernacular architecture with the limestone buildings being virtually unaltered since being constructed LONDON ROAD

The grade two star listed Goods Shed, also a Brunel masterpiece, is in use by Stroud Valleys Artspace (SVA), who open the doors to art and HILL PAUL BUILDING creative events on occasions. Both bring a sense of local distinctiveness and local identity. STROUDWATER NAVIGATION BRUNEL GOODS SHED Investment is required to maintain and enhance their role within the community and local life. STATION LEASE AREA

The station site is conveniently situated within RAIL LINE the town centre boundary, straddling two FIG 7: OVERHEAD VIEW OF THE STATION SITE AND KEY LANDMARKS (ORDNANCE SURVEY, 2018) designated conservation areas that preserve local industrial heritage and architectural qualities. Future developments must be sympathetic and enhance the existing town and streetscape.

Cheapside, to the south of the station, is dominated by the landmark Hill Paul building whilst the land currently occupied by car parking formerly served as a combination of terraced housing and railway sidings. Landslips into the adjacent canal have been recorded historically. FIG 8: BRUNEL GOODS SHED (TMW,, 2004) FIG 9: STATION PLATFORM TWO (TMW 2004) FIG 10: STATION BUILDING EXTERIOR (TMW 2004)

4 STATION LAYOUTSITE Count Letter Description

6 A Taxi Bays (GWR Liscened Vehicles)

N 1 B Short Term (20min) Parking Bay

4 C Standard Disabled Parking Bays

141 D Standard Long Term Parking Bays A

1 6 E Informal Parking Bays (Peacocks & Weatherspoon's) D B

D 9 F Unmarked Parking Bays (Imperial Hotel) C F

D 7 G Private Car Parking Bays (SVA)

F 40 H Private Car Parking Bays (Bransby Wilson)

5 E 94 I Council Parking ( Lease)

D

D 308 Total 5

C

E

D

G 4 D

3 Direction of Vehicle Flows

D

H

2 Number Description

I 2 1 Listed Platform Footbridge

I 2 Brunel Goods Shed Temporary Event Space (SVA) H I 3 Brunel Goods Shed Artist Studios (SVA)

I 4 Redundant Railway Bay (Edible Garden)

5 Main Station Buildings & Rooms I

I FIG 11: STATION SITE FACILITIES OVERVIEW (AUTHOR, 2018) (AUTHOR, OVERVIEW FACILITIES SITE 11: STATION FIG

5 STATION (CURRENT) FUNCTIONS SITE The site could be viewed as several individual ‘parcels’ of land to reflect current ‘functionality’ and to illustrate the interconnected nature of the N site across the ‘Zone of Influence’ (ZoI). The titles KINGS STREET shown help to give identity to each ‘parcel’ and ECOTRICITY can be referred to when developing a phased implementation approach to future designs.

CHEAPSIDE A significant proportion of the station site is presently reserved for parking vehicles with a small, somewhat informal, interchange area. The peripheral ‘parcels’ of land around the station LONDON ROAD serve to emphasis connectivity Wallbridge standing out as the sole ‘public realm’. This crude assessment does not mean that each parcel does STROUDWATER NAVIGATION not serve a variety of functions.

The different morphological layers (e.g canal, rail FORMAL VEHICLE / PEDESTRIAN ACCESS POINT tracks, town centre etc), influence the current

functionality of the site generally. There are few INFORMAL / HISTORIC PEDESTRIAN ACCESS POINT vehicle access points and active travel (walking & cycling) corridors with many movements being FIG 12. SITE FUNCTIONALITY (ORDNANCE SURVEY, 2018) funnelled down the site. There are few dedicated public realm settings for people to ‘dwell’ and spend time in such a significant setting.

Parcels of land are interconnected across the station site and the wider ZoI as what happens on one part of the site will have a ripple effect on other parts of the site. It will be neccasary to ensure that the links between the different site functions are mutually reinforcing. FIG 13: STATION SQUARE (TMW,, XXX) FIG 14: BY PAST BRUNEL (TMWX,2014) FIG 15: FOUR CLOCKS (ANON, 2017) FIG 16: WALLBRIDGE WAY (TMWX, XX)

6 Setting the Scene

1. Developing the Site 3. Previous Design Elements 4. Design Philosophy

The previous few pages attempt to provide a Halcrow Masterplan (2004): Appendix x The station is not an island. The site and the quick snapshot of Stroud; its location, the local immediate area are fundamentally interrelated; transport options and its eclectic, thriving mix of This spatial design pivoted around relocating the physically, commercially and culturally. This is cultural and social scenes; set in the backdrop of main bus station at Merrywalks across both sides of crucial to understand for aligning policy and a rich industrial history. At this point we will delve the railway station site whilst emphasising the need planning discourse and ultimately in developing deeper into the detail to understand and lay out for improved interchange facilities (including for a mutually beneficial masterplan that meets local proposals to improve the station site. taxis and private vehicles). Parking provision was aspirations and those of the rail industry. significantly enhanced in a very regimented scheme and a new, ramped access bridge was proposed. Rather uniquely, designs for the station site must account for its role as a conduit for movement, 2. Previous Masterplans Sage Studios (2014): Appendix x due to its location, as well as a ‘destination’ or ‘origin’ point of a journey. Whether making a trip A number of plans and designs have been The proposal focuses specifically on redeveloping by rail or as a member of the general public, previously proposed for the station site; all of the station forecourt to form part of an enhanced users interact with the station environment but which have failed to come to fruition in some gateway to the town centre. The design elements also surrounding streets, footways and shape or form. Despite the site being identified in being advocated, were relatively small scale but watercourses as part of a door to door journey. local planning discourse as a key area to recognised the impact of factors outside the station enhance, attempts have been piecemeal and curtilage on how the site functioned. The design still As opposed to previous ‘spatial’ plans, this study thwarted by a lack of funding. prioritised vehicular movements. proposes deploying a range of operational, behavioural and institutional changes, in Nonetheless, the most recent plans developed in Although opportunities to enhance transport coordination with physical changes, to create 2004 by Halcrow on behalf of Gloucestershire integration and public realms are commendable, more efficient and attractive places. This requires County Council, as well as the latest incarnation past plans were comprehensive and deterministic a knowledge and understanding of how the area in 2011 by Sage Consultancy, still hold weight without suggesting a phased delivery plan and currently works, and could function, in the future and provide inspiration for design elements building in design flexibility. This plan instead, as part of an evidence led approach that based on the raft of evidence collected over time. seeks to put in processes to initiate change. encompasses local aspirations and policy.

7 KEY MASTERPLAN STUDY SECONDARY RESEARCH LOCAL CONTEXT SECONDARY RESEARCH NATIONAL CONTEXT RAIL RELATED AREA RELATED

5. The Evidence Stakeholder Consultation Event / Meeting Engagement Mapping (Pre Public Consultation) Indicative Design Feedback Hill Paul Resident Survey Appendix xxx Appendix xx Appendix xx Appendix xx

There is a rich level of evidence readily accessible Halcrow Design (Option One) Halcrow Design (Option Two) Halcrow Design (Cheapside Option One) Halcrow Design (Cheapside Option Two) Appendix xxx Appendix xxx Appendix xxx Appendix xxx within the public domain that has assisted with understanding the site context and providing Stroud Station Travel Plan (Lite) (2015) Forecourt Movement Analysis (2015) Forecourt Thoughts Survey (2017) Stroud Equalities Assessment (2018) inspiration for how the station could be tailored Appendix xx Appendix xx Appendix xx Appendix xx to meet rail user demands and aspirations. This includes a mix of statutory and advisory ACORP Community Rail & Social Inclusion (2018) ACORP Community Stations (2018) ACORP Station Adoption: A Guide for the Local Community (2014) documents as well as research and feasibility studies; some of which have been reviewed. DfT Inclusive Transport Strategy (2018) DfT Design Standards for Accessible Railway Stations (2015) Network Rail: Investing in the Rail Network (2018) Appendix xx Appendix xx Appendix xx

Due to the stations significance as a gateway and Stroud Parking Consultation (2018) Stroudwater Navigation Connected (2018) Stroud Cultural Strategy (2018) Station Accessibility Report (2018) interchange, and the impetus on enhancing the site (in light of historic challenges), it was Cheapside Neighbourhood Report (2014) Newland Homes Site Review (2018) Newland Homes Site Layout (2018) Wallbridge Design Study neccasary to undertake a comprehensive Appendix xxx Appendix xxx Appendix xxx Appendix xxx assessment of the area and station site dynamics from across a range of sources. This helps avoid Stroud District Car Park Consultation (2011) EV Bay Review One (2017) EV Bay Review Two (2017) EV Point & Platform Overview (2017) Appendix xxx Appendix xxx Appendix xxx Appendix xxx creating unrealistic proposals and to align measures with other stakeholder objectives. Merrywalks Remodelling (2016) Town Centre Pedestrianisation (1997) Merrywalks Centre Regeneration (2017) Eco Park Masterplan (2017) Appendix xxx Appendix xxx Appendix xxx Appendix xxx It was vital therefore vital to ‘backcast’; what does the plan want to achieve and how do you build Industrial Heritage Conservation Area Management Proposals (2010) Gloucestershire Enhanced Materials Policy (2010) Stroud Public Realm Strategy (2009) to that point? Whilst secondary research; Appendix xx Appendix xx Appendix xxx covering policy, design standards and behavioural studies is useful, perspectives on Stroud Neighbourhood Development Plan (NDP) (2015-2035) Stroud District Local Plan (2015-2035) Gloucestershire Local Transport Plan (LTP) (2015-2031) Appendix xx Appendix xx Appendix xx design elements, through a continuous dialogue with stakeholders, was captured. This has and Department for Transport (DfT) Manual for Streets (Manual for Gloucestershire’s Streets (2007) G First Strategic Economic Plan (SEP) (2014-2022) will, continue to inform thinking and set in motion changes to the site. Easy Access to Historic Buildings (2015) DfT Manual for Streets (2007) Cycle Logistic Final Report (2018) National Planning Policy Framework (2018)

8 6. Policy Watch (Area)

Stroud is changing. The need to develop 3,600 The following NDP polices, are particularly The following statements also bear relevance to additional homes and 6,800 jobs across the relevant to shaping and guiding change at the future designs for the station site based on district by 2031, as outlined in the Local Plan, station site. The key, informative sections, have current observations and evidence. presents an opportunity to extract supressed rail been captured and recorded (Appendix x) demand across the station catchment area whilst Statement NP1: Car Parking catering for current high levels of out commuting Policy AP3: Access and Movement: Streetscapes taking place locally. Enhancing signage and installing Real Time Specifically setting out aspirations to improve the Information (RTI) across the town to provide greater The award winning NDP for Stroud, paints a physical links to current, new and aspirational visibility over the available car parking coherent and desirable spatial vision to steer developments either side of the station to proposed brownfield regeneration and future contribute towards better overall connectivity. Statement NP4: Grreening the Town Centre housing and employment growth across the town centre. This includes capitalising on links to Policy AP7: Gateways Exploring opportunities to integrate vegetation and emerging visitor outlets and unique selling points green infrastructure into streetscapes through for the town, namely the Stroudwater Navigation. Designing defined gateways, including the station pocket parks and living walls to add to local forecourt, to create an enhanced 'sense of arrival’, biodiversity. The polices outlined in the NDP seek to maximise and a higher quality public realm to encourage the opportunity to create accessible communities opportunities to stay and dwell in the vicinity. Statement NP6: Cycle Access around transport interchanges, with many synergies being made between the identified Policy AP8a: Conservation Areas Installing cycle parking in suitable locations and to ‘cross cutting themes’ in the plan and what could Policy AP8b: Local Heritage Assets correct design standards to support the guide designs for the station site namely: Policy AP9a :Design: General Principles development of a wider active travel network. Policy AP9b: Design: Public Realm 1. Sustaining the economy of the town centre Policy AP10 :Buildings of Cultural Importance Statement NP8: Public Transport Bus Station 2. Improving access to the town centre Policy AP11: Car Parks 3. Strengthening the social & cultural fabric Policy AP12: Public Transport Ensuring there is a better relationship (and level 4. Enhancing the environment Policy ZP2a: Cheapside Site access) to the rail station and the town centre by 5. Creating a healthy town centre investigating the suitability of the current location.

9 7. Policy Watch (Station) Policy ZP3 Overview

ZP3 Railway Land and Cheapside Car Parks features prominantly in Stroud marginally missed out five years previous statutory transport and planning policy discourse on sourcing Department for Transport (DfT) • Transforming accessibility by installing a suitable as a site ripe for significant change. This is with ‘Access for All’ funding to remedy the problem. structure over the railway to assist users with regard to overcoming renowned, longstanding All stations located between Gloucester and mobility or sensory impairments. access issues and exploring opportunities for Swindon, have no step free provision and no enhancing provision in line with local objectives. suitable, long term alternative options in place. • Redesigning the station forecourt and Station Road to create an attractive entrance to the town centre Stroud Neighbourhood Development Plan The Local Transport Plan (LTP) (2015-2031) for for pedestrians and cyclists. (2015-2031) makes explict reference to the Gloucestershire sets out intentions to address contribution of the station towards creating a these concerns under Policy PD4 (Rail), to engage • Improving the appearance of gateways and the ‘welcoming, healthy and thriving place’ and its with delivery partners in an effort to ‘maximise ‘sense of arrival’ by making most of the existing intergral role, alongside the canal and the town the desirability, demand and customer townscape and impressive settings. centre, to the propserity of the town. experience’ of using stations across the county. • Creating an attractive public space between the The opportunity to enhance such as pivotal Policy AP12 also refers to enhancing the quality Brunel Goods Shed and Brunel MSCP and being gateway, improve active travel connections of public transport interchanges to increase the able to retain, but adapt, parking areas. (between impending development sites) and to attractiveness of sustainable, multi modal travel make better use of exisiting land uses, is and overcoming historic concerns around bus • Developing cultural hubs such as the Brunel Goods repeatedly highlighted in a bid to realise the and rail provision and their level of integration. Shed and enhancing the ability for such venues to vision for the site. Adding green spaces and This aligns with strategic objective SO4 as host social and cultural events. public art into the site to complement the featured in the Stroud Local Plan (2015-2031). historic fabric of the town, is strongly advocated. • Linking peripheral car parks on London Road and The need for investment at Stroud station is Brunel Goods Shed with active travel links to the The absence of step free access across the clearly communicated. Enhancements form part station building. railway site and the lack of alternative routing of Gloucestershire County Council’s long term options to assist users, particularly those with capital delivery priorities (2021 - 2031) on the • Exploring mixed use, Transport Oriented mobility or sensory impairments, remains a major back of long term revenue delivery priorities Developments (TOD), subject to the operational barrier to achieving an area wide vision and (2015-2031) to enhance rail service provision needs of the railway industry. aiding the journey experience by rail. along the line between Swindon and Kemble.

10

8. Site Challenges

There is a wealth of research material available that alludes to the challenges and potential across the station site. Many of these are well renowned, with rail users having developed Complex Landownership Physical Accessibility ‘coping strategies’ to adapt accordingly to on site conditions or avoiding travelling by rail generally. A major barrier to integrated planning and regeneration is No step free, cross platform access to cater for rail and non the fragmented ownership and lease arrangements in place rail users associating with a Protected Characteristic Group across the station site. This can be a challenge to creating a (PCG). The alternative route options are unsuitable and A range of stakeholders, including businesses coherent vision across the site. piecemeal with limited inclusive design (See Appendix x) and non rail users, have expressed the need to begin tackling these issues to coincide with the emphasis placed on the redevelopment of the station site in local policy discourse. Many of the issues observed are longstanding; suggesting that the process of bringing about change needs Area Connectivity Operational Support to be reviewed to avoid further setbacks. The station site can only be accessed at two points with few Limited on site assistance to response to rail user needs and The adjacent images illustrate the ‘constraints’ options to connect to the immediate area. This creates ‘dead’ poor communication of services to assist interchange. This spaces and limits area ‘vitality’, perceptions of safety and the includes the lack of human presence to cover peak periods identified on site; those factors having an adverse ease by which to get between places of interest nearby. and deceptive onward travel displays (See Appendix x) impact on how the site functions and feels, as well as notable ‘threats’; elements perceived to be more distinct and with sustained implications on rail uplift and the areas regeneration.

The site challenges that have been observed, are User Conflict Parking Layouts discussed in greater depth in a separate document (Appendix x) in relation to meeting The dominance of car based movements combined with The limited diversity of parking options and capacity local needs and aspirations and ultimately in driver expectations and pedestrian behaviour, across information across the town and the key challenges to confined areas. Sightlines and visibility is limited and street changing arrangements that imply losing or altering spaces delivering change across the site. conditions are not conducive to prioritising active travellers. due to financial and legislative constraints.

11 LAND OWNERSHIP & MANAGEMENT MAP

George Street

Station Services & Facilities Rowcroft

Merrywalks The detrimental impact of just meeting ‘baseline’ services on the rail user experience. There is limited provision tailored to

user demands (e.g short term parking and ticket machines) Station and limited interest in change (e.g cafe opening times). Cheapside

London Road

Travis Perkins

Aesthetics & Maintenance

Despite the sites historic significance, there are many signs of Stroudwater Navigation deterioration and a lack of effective site maintenance (litter). This reduces visual amenity and perceptions of ‘rail’ and does not contribute towards a high quality public realm.

FIG 17. LAND OWNERSHIP AND MANAGEMENT MAP OVERVIEW AT STROUD STATION (AUTHOR, 2017)

Topography

The undulating terrain and mix of land uses around the station, reduces the ‘workable’ space available to permit better ease of access that limits the scope for enhanced, integrated public transport facilities on site.

FIG 18. (LEFT TO RIGHT) INFORMATION DISPLAYS ALONG ‘DESIRE LINE’ PATHS ARE BLOCKED BY VEHICLES, FLY TIPPING, CYCLE PARKING AND BRIDGE STRUCTURE (AUTHOR, 2017)

12 9. Opportunities

Many of the challenges listed in the previous section, could be triggers for change and viewed Tourism Potential Conservation Area as opportunities for tailoring physical and operational improvements on site. The station The station straddles the town centre and canalside; two The rich industrial heritage of the site and listed buildings add burgeoning ‘hotspots’ for tourism and visitor activity to lure continues to experience incremental patronage to the cultural identity of Stroud and present an opportunity people to Stroud by rail. This is a key goal of the emerging for the public realm to be tailored around such focal points growth annually and serves as an origin point tourism plan for the town. through the use of quality materials and spatial layouts. and increasingly as a destination, for rail trips.

The relative proximity of the station to key trip attractors and the town centre makes it quite unique in a market town setting. The site’s historical significance makes it ripe for upgrading its role as a destination. Appendix x provides casts further light on the potential of bringing about constructive change. Community Enthusiasm Commercial Uplift & Social Value

There is huge appetite and momentum for locally led change Proposals are already in place to derive greater social and through the station adoption and continued efforts of groups commercial value from site based developments that bring affiliated with the station. This includes the edible garden about benefits locally and to the rail industry. This includes scheme and upgrades to Brunel Goods Shed. better utilising exisiting site assets for rail user needs.

Station Location & Visibility Links to Local Developments Modal Interchange

The proximity of the station to the town centre and proposed A number of brownfield sites are primed for redevelopment There is an appetite locally, within planning discourse and development sites, makes it a pivotal point between different within the immediate vicinity of the station site. This presents across public feedback, for improving multi-modal facilities; parts of Stroud. Footfall levels can create a better ‘sense of an opportunity for the timely co-ordination of measures to whether for making strategic journeys by public transport, place’ and this can raise the profile of local cultural assets. unlock better station access and supressed rail demand. private transport, or by bike and foot over the first last mile.

13 MAP OF DEVELOPMENT SITES

Cheltenham Bus Station

N DRANSFIELD PROPERTIES REGENERATION OF MERRYWALKS & MULTI STOREY CAR PARK DUE FOR COMPLETION 2020 / 2021 Impending Development

Planned Development STROUD DISTRICT COUNCIL WALLBRIDGE AMPHITHEATRE & EVENT SPACE Aspired Development CURRENTLY BEING PROPOSED

A46

STROUD DISTRICT COUNCIL Gloucester FIG 20 NEWLAND HOMES DEVELOPMENT WALLBRIDGE (NEWLAND HOMES, 2018) HOUSING ABOVE PARKING LAND FIG 16. NEWLAND HOMES DEVELOPMENT WALLBRIDGE (NEWLAND HOMES, 2018) BEYOND MASTERPLAN PERIOD

George Street

Kings Street FROMESIDE INDUSTRIAL PARK MIXED USE CANAL DEVELOPMENT Subscription Russell Street Rooms BEYOND MASTERPLAN PERIOD

Bath Station Road

STROUD VALLEYS ARTSPACE 6/7 ARTIST STUDIOS & OUTSIDE SEATING CURRENTLY BEING PROPOSED Cheapside

FIG 16. MERRYWALKS REGENERATION (STROUD NEWS AND JOURNAL, 2018) London Road FIG 21: MERRYWALKS REGENERATION (STROUD NEWS AND JOURNAL, 2018) NETWORK RAIL (BRANSBY WILSON PARKING) AREA DESIGNATED AS A PUBLIC SPACE CONCEPTS IN THE MASTERPLAN

J13 M5

TERRASCAPES LIMITED A419 TEMPORARY PARKING / MSCP BEYOND MASTERPLAN PERIOD STROUDWATER NAVIGATION NEWLAND HOMES Swindon 37 DWELLINGS, RETAIL UNITS AND PARKING DUE FOR COMPLETION 2020 / 2021 Cirencester

FIG 19:17. DEVELOPMENTS AND SITE PROPOSALS WITHIN CLOSE PROXIMITY TO THE STATION SITE (AUTHOR, 2017)2018) FIG 22:16 AMPHITHEATRE AMPHITHEATRE AND AND EVENT EVENT SPACE SPACE (COTSWOLD (COTSWOLD CANALS CANALS IN IN PICTURES, PICTURES, 2018) 2018)

14 CURRENT TRANSPORT INTERCHANGE

BUS Designated Taxi Ranks Cheltenham Merrywalks Bus Station STATION 9 Stops in a Drive In Drive Out Layout Designated Bus Stops Served mainly by Stagecoach, Cotswold Green N Stroud Railway Station Access is prevented after 18:30 when Short Term Free Parking (20min) Steep Topography (>1:12) the shopping mall closes for the dsy

Designated Delivery Bays Limited Access Times Designated Long Term Parking

A46 3

Gloucester 4-6 min

FIG 16.24: (1)(1) ACCESS ISSUES INFLUENCING THE EASE OF MOVEMENT (AUTHOR, (AUTHOR, 2018) 2018) 4-6 min

George Street

Russell Street <1min SUBSCRIPTION Bath ROOMS Rowcroft 1 <1min A privately owned access, potential access point to the site currently used for parking Cheapside 3

London Road

Only bus replacement services access this side of the station 2 FIG X25.(2) (2) PEDESTRIAN PEDESTRIAN ROUTEROUTE BETWEENBETWEEN STATIONSTATION ANDAND CARCAR PARKINGPARKING (TWM, 2004)2014)

J13 M5

Brunel Mall STROUDWATER NAVIGATION MSCP A419

Swindon

Cirencester

FIG 18.23: THETHE INTERCHANGEINTERCHANGE MOVEMENTSMOVEMENTS BETWEENBETWEEN THETHE RAILRAIL ANDAND BUSBUS STATIONS,STATIONS, TAXITAXI RANKSRANKS ANDAND BUSBUS STOPSSTOPS, ACROSS ACROSS THE THE TOWN TOWN CENTRE CENTRE (AUTHOR,(AUTHOR, 2017)2018) FIG 1626 ((3)3) INFORMALINFORMAL DROPDROP OFF/COLLECTIONOFF/COLLECTION ININ THETHE FORECOURTFORECOURT (AUTHOR,(AUTHOR ,2018)2018)

15 The Design

1. Introduction

This chapter will help set out the pathway towards developing the proposed plan for the station site; based on the evidence collected and collated over the study period and on the basis of previous research conducted locally. This is to Working Culture Focus Groups Smarter Utilisation Scheme Flexibility help tell the story of the station site and the rationale for the improvements being suggested.

Design Parameters

These are the factors that will frame the design and Interlinking Agendas Localisation User Focused Revenue Protection delivery of measures across the station site. These can be influenced.

Design Principles

These are the overarching themes that are being sought to meet local objectives. The design elements relate to directly to the principles. Directing Vehicle Movements Organising Parking Provision Creating Equitable Spaces Enhancing the Sense of Place

Design Elements

These are the specific, individual measures being proposed for the station site and across the ‘zone of influence’ that can be acted upon and delivered. Supporting User Interchange Covering the First & Last Mile Unlocking Social Value Servicing Site Users

16 Design Parameters

1. Introduction 2. Working Culture 3. Focused Groups

There are a number of factors that will influence The constraints and opportunities presented It is obvious that a combination of initiatives; the design of the station site and the delivery of across the station site are well established and varying in scale, cost and complexity, will be proposed improvements over the short and long recognised within local policy discourse. This is required to meet local objectives. This in turn term future. It is important to acknowledge these reflected in the scale and focus of local objectives demands the committed participation of key at an early stage so that efforts can be made to that clearly define the current perceived and stakeholders operating at two distinct levels and build resilience and versatility into the design. future role of the site and its link to the with different drivers for bringing about change: surrounding area. Meeting such objectives, however, will require a sound working strategy. • Strategic: concerned with overarching, high level decision making based around processes and The key to realising long held aspirations to features. More commercially driven. transform the site, requires a sound knowledge of how the area works. This will need a cultural e.g TOC, Local Planning and Highway Authorities shift in the way of working between key partners; a feat that wasn’t achieved previously for the site. • Local: concerned with the grassroots and in Informed dialogue and proactive communication many ways immersed in relatable projects and and collaboration is the only way to enable day to day operations/tasks on the ground. actions and plans to be coordinated over time. e.g Local Charities, Businesses, Social Groups There is real scope to harness the local energy, talents and creativity in Stroud and fuse this with The collaboration between key partners at and the pragmatism and strategic oversight of the rail between each level is essential to ‘get things industry to direct and coordinate ‘grounded’ done’, but this distinction is also useful to help initiatives into perpetuity. On occasions, this will with managing expectations over what can be include overcoming contradictions between local achieved. These different ‘tiers’ of bringing about aspirations and strategic priorities such as the change are also mutually exclusive; participation balance between promoting active travel and and action, can and should happen in union to protecting parking and revenue streams. maximise investments in time and resources.

17

In Stroud, the imperative need to create step free Strategic Planning ‘Station Adoption’ provides an ideal opportunity GFirst Local Enterprise Partnership (LEP) access across the railway should not distract in Stroud to establish a formally recognised entity away from pursing and meeting other objectives. to raise and sustain awareness of developments In fact, the aim is to encourage a devolvement of at the station and to assist leveraging capital and Local Transport Authority Local Planning Authority responsibility and greater empowerment to Gloucestershire Council (GCC) Stroud District Council (SDC) human resources for delivering improvements develop complementary initiatives, by a range of across the site in partnership with other groups. interested parties, in a coordinated fashion that holds true to the wider site vision. Neighbourhood Planning Authority This arrangement, through membership to the Stroud Town Council (STC) Association of Community Rail Partnership Combining large and small scale initiatives will be (ACORP), establishes a base for connecting rail necessary to achieve stated objectives. This Rail Infrastructure Body National Transport Body and the community to catalyse change and recognises the scope for different partners to be Network Rail 9NR) Department for Transport (DfT) harness local activism; all of which have been involved in and empowered to drive through absent historically to move plans along. changes. Forming and mediating working groups Train Operating Company will help deliver projects over the long term. This Greater Western Railway (GWR) Membership can open access to professional and is especially the case for the aforementioned financial support from ACORP to help transcend Access for All Lift Facility bridge structure but also for smaller proposals, design stages and aid with the delivery of small such as planting flowers, over the short term. scale initiatives tailored to the local context and that generate significant create ‘social value’ to Station Promotional Material An outline agreement is in place at the ‘strategic’ complement other ongoing larger proposals. level to establish such a group as a ‘legacy Station Adopter benefit’ of the feasibility study. This is being Creative Sustainability The choice of station adopter should have a (Stroud Station Partnership) initiated by GWR on the back of the CCIF strong affiliation with the area and be well versed arrangements and is much welcomed for setting with the opportunities to forge complimentary the tone of future discussions. This avoids plans Permanent Partners Temporar y Par tners links between proposed rail and area based relapsing and repeats of past disappointments projects to metaphorically connect the site to the being felt locally across the active community, A town. Creative Sustainability, a local Community Skills Register new station adoption group will drive change on Residents & Businesses Interest Company (CIC), have been identified as a day to day level from the ‘local’ level. (Stroud Station Partnership) an ideal candidate to take on this role.

FIG 27: RELATIONSHIPS BETWEEN STAKEHOLDERS (AUTHOR, 2018)

18

Merrywalks Car Park Brunel Mall MSCP There are many synergies between the work of Creative Sustainability CIC and the objectives of 4. Smarter Utilisation the rail industry which together can be fused to bring about mutual benefits to rail users and the This involves exploring how current land uses general public. Their local presence includes: and assets could be used more efficiently and flexibly to respond to user demands. It considers both retrofitting exisiting physical features or • Involvement with the Stroudwater Navigation changing operational practices on site to move Connected project commissioned by Stroud away from ‘fixed capacity’ planning.

District Council (SDC) for restoring the canal. UTILISATION FIGSMARTER 28: OF PARKING (AUTHOR, 2018) This requires thinking about what is within and • The development of an affiliated community beyond the site curtilage across a wider ‘zone of engagement and tourism plan for Stroud to influence’ to take advantage of facilities and connect places and people across the town. connections in close proximity to the station; on the premise that there is a fluid occupation of • The proposed expansion of ‘Access Bike’; a bike provision, such as parking, by both the general maintenance and recycling service to appeal public and rail users. beyond their core market (children). The ability to better utilise and connect land and • The appeal of developing satellite service assets across the ‘zone of influence’, covering the Station Car Parking (Growth in Rail Patronage) (Growth locations and developing hire schemes to town centre of Stroud and Cheapside, will help appeal to the tourists and visitors to Stroud. cater for rail patronage uplift and continued out- commuting from Stroud whilst future proofing • The development of brand identity for the against the growth in the resident population. town, including signage and wayfinding and London Road the design of promotional material. This should start by identifying under-utilised provision and then identifying operational or Parking Offset • Educational programmes and training courses behaviour based ‘triggers’ to open up this Walking Access to re-skill jobseekers and adolescents from opportunity and will involve changing land use disadvantaged backgrounds. patterns (constructively) to influence rail users travel behaviour for accessing the site. Cheapside Car Park

19 5. Scheme Flexibility 6. Interlinking Agendas WIDER AREA Proposals and plans have, and continue to be, Whether on a macro or micro scale, there is real developed across the station site and ‘zone of scope to transcend a detrimental ‘silo mentality’ influence’; including the exciting opportunities and realise the vision for the site. This requires an around the Brunel Goods Shed, a new cultural appreciation of how the station site currently hub and events venue for the town. It is crucial to works and relates to the ‘zone of influence,' and Freight consignment Links to tourism & recognise these locally grown initiatives and to consolidating other ‘change’ agendas to plan for loaded in a LGV/HGV cycling improvements incorporate them into the area vision. existing and prospective rail users .

Applying a deterministic and comprehensive Proposals have to consider and address a host of ‘blueprint’ is not suitable for those involved to external influences that originate beyond the maintain autonomy but neither is it pragmatic for station curtilage but which have a profound a seeking to deliver change. It has been impact on how the site works. This may include

Enters dense and Cross promotion of FIGAGENDAS INTERLINKING 29 (AUTHOR, 2018) recognised that this will occur incrementally. A changing local freight dynamics and simplifying sensitive, urban area cycle-rail locally pragmatic approach therefore, following the complex, sensitive taxi liscencing arrangements ‘grain' of ideas, seeks to unite creative energies. to aid operational efficiency on site.

The phasing plan for developing the site, centres Developments across the station lease area can on this very notion, but due to the fragmented be positioned to catalyse change. Narratives and complex landownership and use across the formed around active travel, for example, to Arrives near the drop Facilities used for hire site, there is a need to hardwire versatility into enhance the cycle hire offering, can be further point at peak period and personal bikes designs to overcome barriers and respond to shaped to 'add value’ whilst still adhering to proposals abutting the station site. existing aspirations and policy.

Therefore features that hold weight over time will ‘Joined up thinking’ across stakeholder agendas be prioritised. This includes operational changes, and being responsive to wider agendas can have as a first step or alternative option, to tangible a constructive and mutually beneficial influence Blocks access and limits Invest in secure cycle initiatives (at least initially). It is the belief that a on how the station site functions. This will sightlines in forecourt parking at the station pragmatic design can more easily gain consensus enhance the ease by which different rail users can across the rail industry and overcome trepidation. undertake seamless door to door journeys. STATION SITE

20 7. Localisation 8. User Focused 9. Revenue Protection

Plans should seek to harness the energies of an It will be necessary, and more constructive on One of the prevailing factors influencing future engaged, creative and resourceful resident occasions, to think beyond ‘physical’ and often station design and delivery at Stroud, is the need population to develop a bespoke, personalised costly interventions to remedy current constraints to balance the statutory obligations of the rail vision for the site. This involves forging links and on site and to improve the rail user experience. industry, planning and highway authorities with relationships in the community and harvesting Tangible changes may be complimented by shifts the potential financial implications and incurred creative and talented individuals to shape the site in user behaviour, perceptions and expectations responsibilities of future designs on funding services and the physical environment. This can as well as operational processes on site. The streams and vested interests. create virtuous and cyclical benefits locally whilst issues identified at the station will not all be boosting the overall rail user journey experience. solved by building more tangible objects. The need for local authorities, during an age of fiscal austerity, to continue providing public and Part of the ‘localisation’ effect is based on the As opposed to immediately designating land and social goods under financial constraints, can premise that formal and casual, ‘operational’ space to specific functions, emphasis instead effect the viability of designs that incur significant arrangements can be made between GWR, NR could be placed on changing the way existing capital and revenue expenditure. Inevitably, any and local partners to create a ‘localised supply spaces are being utilised and how rail users changes to land assets, such as parking, that chain’. This is typical of station adoption activity interact and relate to the setting. There are ways generate wealth, can therefore be challenging. with interest being expressed locally to ‘do in which to prevent the need to ‘build in’ something’ wth a place of civic pride that is provision but cater for different activities by Similarly, other key stakeholders such as GWR, grounded in ‘Stroud’. creating more multifunctional spaces that can be who must subscribe to pre-defined franchise adapted during different times for different uses. obligations laid out at the start of their tenure (as Priority can be afforded to incorporate local, station leaseholders), will wish for a return on any innovative transport initiatives, such as Stroud Proposing a mix of physical, operational and investment and reassurances that changes to the Car Club, into expand onward journey options for behavioural changes offers a more holistic plan site will not have a detrimental financial impacts. rail users through commercial partnerships as to support different users needs. For example, well as inviting bespoke services at the station to static information displays at the access points It is proposed that the loss of revenue via current fill ‘gaps' in the current rail offering to rail users. can assist users to a certain extent in making land uses (e.g parking), is offset by diversifying This is over the first & last mile and across the decisions, but the ‘human presence’ at the lease and liscencing arrangements that would be station site during ‘dwell’ periods to ensure the station can reassure and guide people to a more conducive, not contradictory, to fulfilling fruits of investment support local prosperity. destination without the initial capital cost. statutory obligations and meeting objectives.

21 The Plan

1. Introduction

STATION SITE FUNCTIONS (PROPOSED) Two separate plans have been envisaged for the station site. This is due to the challenges faced in determining the feasibility of key sections of the CHANGES IN THE PLAN LINK MODEL site with the rail industry. There is no preferred ‘model’; only in that two different designs have ECOTRICITY been developed to safeguard against creating a vision for the site that is not deemed workable.

Both plans encompass the ‘zone of influence’ with the creation of a secondary, vehicle access route past Brunel Goods Shed, along railway LONDON ROAD land, being the marked difference between the two options. The outcome of negotiations with the rail industry will help determine the choice, The revised functionality across different parts of the site, will not differ tremendously. STROUDWATER NAVIGATION

The two options, Plan LINK and Plan CIRCLE, pay equal attention to unlocking opportunities on site and overcoming challenges, but differ to the extent of creating a ‘sense of arrival’ across a specific part of the site, the station forecourt, FIG 30: SITE FUNCTIONALITY (ORDNANCE SURVEY, 2018) depending on the provision of a one way system FORMAL VEHICLE / PEDESTRIAN ACCESS POINT NEW FORMAL ACTIVE TRAVEL ACCESS POINT or turning circle. A third option, Plan HYBRID model, fusing the two, could also be explored. FUTURE VEHICLE / PEDESTRIAN ACCESS POINT ASPIRATIONAL ACTIVE TRAVEL ACCESS POINT NEW FORMAL PEDESTRIAN ACCESS POINT

22 PLAN LINK

Curr Prop Letter Description

6 A Taxi Bays (GWR Liscened Vehicles)

N 1 B Short Term (20min) Parking Bay

4 C Standard Disabled Parking Bays

141 D Standard Long Term Parking Bays

6 E Informal Parking Bays (Peacocks & Weatherspoon's)

9 F Unmarked Parking Bays (Imperial Hotel)

7 G Private Car Parking Bays (SVA)

40 H Private Car Parking Bays (Bransby Wilson)

94 I Stroud District Council Parking (Network Rail Lease)

308 Total

Number Description

1 Listed Platform Footbridge

2 Brunel Goods Shed Temporary Event Space (SVA)

3 Brunel Goods Shed Artist Studios (SVA)

4 Redundant Railway Bay (Edible Garden)

5 Main Station Buildings & Rooms 2018) (AUTHOR, OPTION PLAN31: FIG INDICATIVE LINK

23 PLAN CIRCLE

Curr Prop Letter Description

6 A Taxi Bays (GWR Liscened Vehicles)

N 1 B Short Term (20min) Parking Bay

4 C Standard Disabled Parking Bays

141 D Standard Long Term Parking Bays

6 E Informal Parking Bays (Peacocks & Weatherspoon's)

9 F Unmarked Parking Bays (Imperial Hotel)

7 G Private Car Parking Bays (SVA)

40 H Private Car Parking Bays (Bransby Wilson)

94 I Stroud District Council Parking (Network Rail Lease)

308 Total

Number Description

1 Listed Platform Footbridge

2 Brunel Goods Shed Temporary Event Space (SVA)

3 Brunel Goods Shed Artist Studios (SVA)

4 Redundant Railway Bay (Edible Garden)

5 Main Station Buildings & Rooms FIG 32: PLAN CIRCLE INDICATIVE OPTION (AUTHOR, 2018) (AUTHOR, OPTION PLAN 32: FIG INDICATIVE CIRCLE

24 Design Principles

1. Introduction 2. Directing Vehicle Movements

The design parameters set out in the previous This is the most pivotal principle for triggering With ongoing parking consultation re-assessing section, help frame the context for which the spatial retrofits and creating enhanced gateways. taking place across the District, there is an following principles have emerged to guide the This involves channelling vehicles around and opportunity to rename town centre car parks spatial vision for the station site. These provide away from sensitive environmental and ‘human’ using cardinal directions as advised in the URBED the rationale for the specific details of the plans settings to peripheral roads and car parking sites. Evening Economy Action Plan. This will further and the particular elements being proposed. The focus shifts then to improving connections to assist with creating parking ‘legibility’ as drivers, the station and key town centre trip attractors. especially visitors, accessing the town can view This plan is about doing. The principles that have the live availability of capacity across all parking been identified, are all working towards achieving In line with GCC LTP policy, installing Visual sites combined with the location of the parking. incremental change and are mutually beneficial Messaging Systems (VMS) at strategic, decision to supporting better places and guiding the making ‘nodal’ locations on the road network, Providing live parking capacity, can help spread increased use of rail over the short and long term along the key arterial routes (A46, A417), will trips to under-utilised locations, namely Brunel by residents and visitors. support routing options to available parking Mall MSCP and help to future proof patronage spaces across the town and mitigate the scale growth by alerting users during their journey. and regularity of wasted journeys resulting from This includes catering for off peak rail users and opportunistic parking behaviour. triggering a shift in the utilisation and role of other more productive spaces on the railway site. This applies mainly to long term parking sites and may require Automatic Number Plate Long term aspirations to connect this parking Recognition (ANPR) software or parking sensors site, within 400 m of the station access points, by being installed to update ‘live’ spaces so this can ‘opening the back door’ have been repeatedly assist users in re-assessing their movements. delayed, in large part, to concerns about covering Such electronic displays also have wider the operational costs incurred by extending the applicability and can be personalised to advise opening times to cover ‘rail user’ periods as well on routing during specialist events (e.g farmers as the suitability of pedestrian connections market) and to guide freight based movements. through to the main station building.

25

CURRENT CONGESTION POINTS CURRENT TRAFFIC FLOWS However, much of the congestion and conflict (PEAK PERIODS) (PEAK PERIODS) between different users around the forecourt, where the issue is most pertinent, amounts as a response to opportunistic drivers seeking short term (30mins), free parking along Station Road. Realising, upon entry, that there is inadequate capacity, users continue and either quickly react in a knee jerk fashion or slowly re-evaluate; both

Station Site Station Site in the context of passing pedestrians and cyclists.

Part of the solution is to remove short term parking, eight spaces, from Station Road and partly redistributed these across ‘peripheral’ sites adjacent to town centre access points at Corn Hill

FIG 33 CONGESTION HOTSPOTS (AUTHOR, 2018) FIG 34 LOCAL VEHICLE MOVEMENTS (AUTHOR, 2018) (location of two taxi bays as proposed in the PRS, 2009), London Road (two former taxi stops next

LOCATION OF MEASURES to Ecotricity) and (ideally) District Council car VMS parking locations to consolidate provision and prevent against creating ‘dead end’ routes. Peripheral Car Parking Sites (SDC)

Nearby Private Car Parking Site The redistribution of short term parking spaces

Congestion Points (Medium / High) and the nature of vehicle movements in the area are intertwined. In the context of Station Road VMS Main Road Minor Route and its confluence with Russell Street, the Traffic Flows (High, Medium, Low) reduction in vehicle traffic will create enhanced Station Site VMS Visual Messaging Systems (VMS) conditions for the ‘essential’ expedition of VMS Directional Signage services and goods within a central area and ease Unlocking Brunel Mall MSCP of access between the station. A separate freight Removing Short Term Parking note has also been developed (appendix x).

VMS FIG 35 VMS AND SIGNAGE LOCATIONS (AUTHOR, 2018)

26 3. Organising Parking Provision Location and Type of Station Car Parking Short Term Parking

Inevitably, any conversations concerning traffic The layout of parking across the whole site, is The desire for additional short term parking at management, must coincide with access to founded on de-concentrating and relocating the station was expressed by the same rail users parking provision; a contentious subject and the standard, long term parking towards the rear of who wished to create safer pedestrian routes, fixation of many to the detriment of the wider the car parking areas to prioritise short term reduce user conflict and traffic volumes across transport picture in Stroud. The opportunity costs parking and ‘smart bays’ closer to the station the station forecourt. These factors are not associated with such premium space, reserved for building access points. This creates legibility and mutually reinforcing. Attention has been paid static vehicles, cannot be understated; there is so leverages support for enhancing connections towards catering for the different types of short much than be achieved by using the space for between parking sites and station access points. term parking required; but both on and off site. more productive purposes. Smart management of exisiting car parking provision is required. This is pertinent in the forecourt and along the Designated provision available to rail users being gateway towards Hill Paul where ‘smart bays’; dropped off or collected, has been provided at The plan proposals are founded on popular featuring the combination of car club, car share, Cheapside outside of key pedestrian desire lines opinion, expressed through survey feedback, that electric vehicle and disabled parking bays, have and within a 50 m radius of the access points. indicated a need to diversify the parking offer to been purposefully designated over the longer This enables users, particularly those carrying cater for different user needs; particularly for term to maximise the ease of access and service heavy goods, to easily transfer between travel short term stay and the increasing numbers of visibility. Consolidating ‘smart’ parking provision modes. Twenty minutes is a standard duration electric vehicles. To attain this vision will require places where there is fewer vehicle manoeuvres is applied across other GWR short term car parks. making changes to the current parking layout to designed to reduce the likelihood of user conflict. create better legibility of these options. This model has the potential to de-concentrate In reality, there are challenges with managing current drop off/collection and offset vehicles The parking model being proposed, also makes competing interests; the long lease on the land lining along the historic, listed station building. efforts to accommodate and unlock parking abutting the Imperial Hotel, means that However, as opposed to designating bays in the opportunities at the station and across the ‘zone developing a genuine ‘station square’ would be forecourt and simply moving the opportunistic of influence’ whilst managing user expectations challenging . In other areas, the requirements for parking behaviour witnessed on Station Road to as to where they can park at certain times. The NR to gain trackside access or for service vehicles an area that is even more confined, the utilisation plan unashamedly adheres to the traffic hierachy to park, must be considered within the forecourt of ‘flexi’ bays across the ‘zone of influence’ can by prioritising active travel users at all times. and ‘Brunel Goods Yard’ proposal. support kiss and drop/collection activity.

27 LOCATION PARKINGOF TYPE AND CIRCLE) (PLAN IMPERIAL HOTEL

N

A trial of short term bays (20 mins) is initially recommended to assess the movement of vehicles and user conflict in this area and the overall workability of this option. MICHAEL GAMBLE FUNERAL DIRECTORS

‘Smart Bays’ can be easily recognised and are located near crossing locations, access points and seating (inclusive to all) .Located to avoid user conflict and vehicle manoeuvres. Temporary platform over redundant bay and parking spaces switched to a vertical alignment to cater for ‘small cars’ and reduce pinch point. Edible garden moved along the way.

Premier

Premier

Kiss & Drop / Collect

The provision of short term bays (20 mins) to cater for kiss and collect activity and users with heavier baggage. The bay Herringbone style is a space saver; enabling vehicles to locations avoid user conflicts and slow turning speeds. circulate around the periphery of the site and unlocking the scope for a taxi rank to be developed without losing bays.

HILL PAUL BUILDING FIG 36: ON SITE PARKING CHANGES (AUTHOR.2018) CHANGES PARKING SITE ON 36: FIG

28 Parking across the ‘Zone of Influence’

To cater for specific types of kiss and drop/collect FLEXI BAYFLEXI CIRCLE) CONCEPT (PLAN activity whilst simultaneously offsetting user congestion in the station forecourt during peak rail periods, ‘flexi bays’, within a 400 m radius of the station access points, are being proposed N GEORGE STREET along Kings Street and Russell Street using current delivery and/or short term parking bays Rail users are dropped off or collected at four ‘flexi ‘ bays (for the public and taxi operators) respectively. during defined periods to avoid entering the forecourt. The bays are enlarged to allow doors to open easily. This change would result in the general public being able to use the bays for a short duration (5 KINGS STREET mins) between 07:00 - 09:00 and 17:00 - 20:00 LLOYDS BANK The connection between the bus station, town centre with delivery functions still being able to take and flexi bays with the station, is improved by slowing place strictly outside the ‘shoulders of the day’ on vehicle speeds and reducing crossing distances.

Kings Street. This will require local business RUSSELL STREET suppliers to re-time journeys to avoid creating or experiencing congestion during peak periods.

The proposed re-alignment of bays along Russell Street, serves not only short term drop off and collection activity (left hand side opening), but

ROWCROFT enables front door deliveries to be made based IMPERIAL HOTEL on business feedback. Creating grade level conditions, by amalgamating parking into Short term parking bays along Russell Street, switch footways, will assist with loading and unloading. sides to allow easy access to front doors. The ‘kink’ in the road also slows vehicle speeds near Station Road. The TRO changes required would still permit taxis to continue ‘dwelling’ in the bays; but just from

20:00 instead of 18:30 each evening. FIG 37: FLEXI BAY CONCEPT ACROSS THE TOWN (AUTHOR.2018) TOWN THE ACROSS CONCEPT BAY FLEXI 37: FIG

29 Quality of Station Car Parking

To acquire ParkMark accreditation and highest 1 2 standards of design to comply with DfT Design Standards for Accessible Stations guidance, the plan proposes making subtle enhancements to improve the transition between parking areas and the station buildings. This is also especially important for encouraging people to walk the ‘first and last mile’ between the station. FIG 38 POOR SURFACE COURSE IS A TRIP HAZARD (AUTHOR, 2018) FIG 39: USING PEDESTRIAN CORRIDORS AND OVERKILL LIGHTING (AUTHOR, 2018) PARKING IMPROVEMENTS To develop these links, particularly between the station and Brunel Mall MSCP, DfT guidance note RUSSELL STREET C1a (p25) and Policy E1.F (p45) states the LONDON ROAD N ‘expectation’ of connections between the station and facilities reaching outside the lease area, to meet the standards outlined in the code. This IMPERIAL HOTEL should be built into any contractual reviews for the Bransby Wilson site and used to leverage support for this intervention in the short term. 1 2 Subtle enhancements to lighting, particularly around the ‘dead’ parts of the site (those BRUNEL GOODS SHED experiencing less traffic and footfall such as Brunel Goods Shed) will help with navigation and overcoming substandard surface conditions. Reflective lighting and pedestrian corridors, as Parking bay dimensions will be applied more uniformly well as overspill lighting from local activity, can across the site to adhere to minimum standards. This

help initially remedy issues of safety and security. will help to maximise space on site. FIG 40: ENHANCING THE QUALITY OF PARKING (AUTHOR.2018) PARKING OF QUALITY THE ENHANCING 40: FIG

30

Car Parking Capacity

The parking at Cheapside, cumulating to 193 (-30 Spaces) (+20+ Spaces) Parking bay dimensions will be applied more uniformly The re-alignment of parking bays is still to be confirmed spaces overall (outside the station site), is the across the site to adhere to minimum standards. This but extra space could be afforded by creating a single preserve of SDC; who have expressed their desire will help to maximise space on site. access point for car park users and Terraspace activity. to both retain current (levels) of parking provision on their land and across the area leased from NR in the immediate future. The parking serves as a REORGANISING PARKING key ‘overflow’ area for rail users and staff from Ecotricity ; the towns biggest employer. N (+30+ Spaces) The proposed changes to the parking alignments Loss of surrounding parking will create demand at Cheapside, to incorporate in a public transport for Brunel Mall MSCP which will cover the costs ‘island’ adjacent to the Hill Paul building, will of extending operational times/running costs result in a loss in parking at the station and immediate area; impacting on GWR and SDC HILL PAUL BUILDING revenue streams. The following mitigation measures have been proposed in this case:

• NR or SDC purchasing the land occupied by FROMESIDE INDUSTRIAL ESTATE Terrascapes for general public use (and potentially SDC relinquishing bays to GWR) STROUDWATER NAVIGATION

• Re-organising parking across Cheapside to

maximise available space for more bays .2018) SURVEY (ORDNANCE CAPACITY PARKING REVISING 41: FIG across current SDC owned and leased land.

(-10-12 Spaces) (+20+ Spaces) • Extending opening times of Brunel Mall This parking area (currently SDC) will need to be revised The owners of former coal yard, Terraspace, are open to MSCP to 24hrs or 07:00-20:00 to cover rail to enable vehicle access to Hill Paul. This could be selling the land. This could be turned to surface and later service peak periods and town footfall period allocated for paid permit users; under NR/GWR or SDC. decked parking (dependant on access) by NR or SDC.

31 Pricing Strategy for Station Car Parking Creating Equitable Spaces Access for All Lifts and Footbridge (Physical)

To help offset parking in close proximity to the Equitable spaces, in this context, alludes to the Developing a structure to support step free key access points to Platform Two and to cover provision of facilities and services to support the access over the railway is a contentious and revenue loss through creating a new, seamless mobility and sensory requirements of all rail sensitive subject. The spatial plan safeguards the transport interchange (as expressed through users; beyond the stereotyped image of a person land to enable both options to come to fruition stakeholder workshops), a designated ‘premier associated with a disability (wheelchair user). The depending on changing timescales and funding. parking’ area and permitted system is proposed range of inclusive mobility provision proposed, The rationale is provided in Appendix (x). that charges users a premium for the privilege of seeks to serve the interest of all users; based on a proximity and access to a defined parking area. local evidence and national design standards. Stage One: Short Term (Lease Area) Timescale: 5-10 years = £2-3 million This would total xx spaces and takes inspiration The proposals outline the need for a combination from other key rail heading stations across the of developments to take place over the short and • Retrofitting the existing bridge structure with UK network (e.g Thameslink) where spaces are long term to deliver an accessible station. There two glass (or wooden clad) lift shafts located on reserved and funds recycled into covering the are a number of factors that dictate the delivery each platform within the lease site costs of introducing adjacent, free short term of physical schemes, that often pivot around the bays and new parking arrangements. The station availability of funding, yet this should be no • Leveraged through DfT Access for All (AfA) car parking pricing would continue to parallel barrier to overcoming discriminatory conditions. funding and a combination of townscape those set by SDC at locations abutting the station funding e.g Railway Heritage Trust (RHA) site for long stay durations (beyond four hours). Operations User Need Stage Two: Long Term (Connected): Timescale: 10 - 20 years = £500k - £1 million Permitted, premier parking, where applied at Timescales Cheapside, can be piloted to observe uptake • A freestanding ramp and viewing platform over Lined to Lined whilst the movements of vehicles should also be Measure Influences Funding railway land bridging the gap between future monitored during this period to note how Depending on Depending on developments and Russell Street. limiting access reduces the concentration of traffic around the foot of the Hill Paul building. • Leveraged through developer section 106 / Premier parking could be introduced along the Physical Local Context Community Infrastructure Levy (CIL) funding to cater for new ‘rail heading’. from Cheapside / Fromeside and LEP/GCC. Influences choice of

FIG 42 DECISION MAKING TREE (AUTHOR, 2018)

32

STAGE ONE STAGE TWO

FIG 43 GLASS LIFTS PROVIDE ‘EYES OVER THE STREET’ AND TIE INTO THEIR SURROUNDINGS (AUTHOR, STANNAH LIFTS (2018) FIG 44: (LEFT TO RIGHT) DESIGN INSPIRATION FOR VIEWING PLATFORM AND BRIDGE LANDING STYLES (AUTHOR, 2018) ACCESS ALL FOR STRUCTURES STAGE TWO

A meandering viewing platform will enable sufficient clearance for future electrification and Overhead Line N Equipment (OLE) and will ‘land' next to new developments

ROWCROFT STAGE ?

STATION ROAD STAGE ONE

BRUNE L GO O DS SHE D STAT IO N BUILDING

A third, modular ‘Access for All' facility has been future proofed into the ‘Brunel Goods Yard’ design using a freight container. This is TBC.

Parking Area / Future Development FIG 45 LOCATION OF ACCESS FOR ALL STRUCTURES (AUTHOR .2018) (AUTHOR STRUCTURES ALL FOR ACCESS OF LOCATION 45 FIG

33

User Assistance (Operational)

Whilst the physical infrastructure at the station is Weekday 07:00 09:00 17:00 20:00 Saturday 09:30 11:00 16:30 18:30 the priority for investment, a suite of operational Peak Period Peak Period Peak Period Peak Period Footfall Footfall and smaller scale measures are proposed to assist the rail user experience and overall site 00:00 12:00 24:00 00:00 12:00 24:00

accessibility. These compromise of the following FIG 46: HUMAN WDAY PRESENCE (AUTHOR, 2018) FIG 47: HUMAN SAT PRESENCE (AUTHOR, 2018) Goods Shed Cafe (06:00-11:00) Goods Shed Cafe (07:00-11:00) measures over the short term:

GWR Staff Members (06:30-18:00) GWR Staff Members (07:30-14:30)

Current Situation Current Situation Current Saturday Saturday • Equalities and Personalised Travel Planning Friday - Monday

(PTP) training to GWR station staff to tailor Goods Shed Cafe (06:00-11:00) Utilisation of the room Goods Shed Cafe (07:00-11:00) Utilisation of the room the advice and support to rail users including GWR Staff Members (06:30-18:00) GWR Staff Members (06:30-18:00) mobility support on a request basis.

Incubator Business Units (08:30 - 17:30) Incubator Business Units (08:30 - 17:30)

Proposed Situation Proposed Situation Proposed

Monday - Friday Friday - Monday Saturday • Light touch PTP and station safety briefing to New Station Taxis (24hr) New Station Taxis (24hr) station tenants to assist with onward travel support and to aid station users at times of emergency aid outside manned hours. An immediate case is made for updating current There are further short term, quick wins to assist station site information provision to comply with rail users and complement an increased human • Opportunity to develop a pastor scheme, in National and European standards (Appendix x): presence at the station to cover peak periods: conjunction with tourism gateway facility, to assist late night commuting; in conjunction • Revising ‘alternative routing’ posters based • Extension of 'Station Friends’ scheme; local with boosting the night time economy. on a feasible course (with inclusive mobility businesses willing to offer refuge/facilities provision) and taxi operator contacts. during prolonged dwell periods. • Extension of GWR staffed hours to cover peak periods or alternatively boosting the • Relocation of ‘alternative routing’ posters to • Installing ‘Harrington Humps’ on platforms to ‘human presence’ at the station by utilising the site access points; within the horizontal assist PCG rail users when boarding/alighting redundant station rooms (and waiting rooms) plane of vision along footfall routes. HSTs outside manned hours.

34 Wider Inclusivity Notable Themes

Seamless gateways; applying a suitable blend of • Ensuring mobility provision is intertwined; surfaces, materials and clearly located street seating with backs must be adjacent to furniture, will help stitch together the parts of the disabled car parking, signage and crossing town centre and help reduce user conflict in points to cater for ‘stop and start’ journeys. these areas and the vulnerability felt by users. • Providing bunched ‘smart bays’ to ensure EV Emphasis is placed on retaining grade level, flush points can be used by disabled rail users and concourse and crossing surfaces to enable disabled bays overlooked by station staff informal and formal crossing to take place across with sensors used to aid enforcement. the main gateway / access points including reducing crossing distances, installing a mix of • Ensuring that street furniture is outside key inclusive provision (tactiles) and providing routes desire lines, including the columns of the that follow peoples desire lines pathways. proposed entrance canopies. These will visually contrast to aid pedestrians and road As implied in the Street Furniture Palette (SFP) users to avoid collisions (latter with bollards). and Stroud Public Realm Strategy (PRS), gateways should be sensitive to context and scale with a • As someone associating with a PCG, the need to select footway materials with sufficient provision of defined, well lit pedestrian traction, texture and with a colour that visually concourses around the station buildings, contrast to the carriageway. Legibility is crucial. transport interchanges and between Brunel Goods Shed, will aid accessibility. As there is no tradition of kerbs, and in light of DfT announcements that shared space schemes • Designating accessible taxi set down and can be problematic for partially sighted users, pick up points and a bay for Third Sector emphasis has been placed on selecting a mix of services directly outside the station access lighting and suitable tactiles and reviewing point at Cheapside, adjacent to seating, will signage across the site to aid orientation. make travel more attractive for such users.

35 4. Enhancing the Sense of Place Local Distinctiveness: Historic Context Local Distinctiveness: Street Materials

A ‘sense of place’ is the term used to describe the Creating a ‘sense of arrival’ can be achieved by • Investing in robust, quality, locally sourced emotions that are experienced by spending time opening up the existing heritage and cultural footway materials, namely Yorkstone paving, in an area and ‘feeling’ its character and identity. assets on display and playing on the existing as recently installed along the High Street in There is potential to build on the ‘sense of place’ townscape features. The plan proposes bringing 2017, to blend in with the Cotswold stone. across the station site by improving how the area out the best in what already exists; the Imperial looks and is perceived, to ultimately aim enhance Hotel, Brunel Goods Shed and station buildings. • Investing in timeless street furniture design the exposure of the site and the lure of rail travel. with a contemporary twist that hints at the To influence the ‘imageability’ of the station; the sites industrial and historical significance. Enhancing the ‘sense of place’ will compromises way in which people stoke up a mental picture of Pastiche, plastic designs to be avoided. of blending two interrelated ingredients on site a setting, the ‘Forecourt’ could be titled as the and upping their scale: ‘Station Square’ and ‘Station Road’ renamed as • Recycling or mirroring, where possible, the ‘Station Street’; These imply a change from being use of current street furniture, such as unique • Local Area Vitality: the activity level and ‘life’ ‘functional’ to more inviting places. bollards designed and made locally, to create taking place in an area that creates a ‘buzz’. visual consistency and local connection. The ‘invitation’ extends to creating an outdoor • Local Distinctiveness: the settings cultural refreshment facility, adding green infrastructure • Reducing street clutter, such as signage and value and historical/architectural significance. and opening up the facades of grand buildings advertisement displays, around the station to wider appreciation. This encourage rail users, buildings and installing a mix of obelisks, By exposing the significance of the setting and its and the general public, to spend more time in fingerposts and markers for wayfinding. cultural value, more activity is likely to: the vicinity and to interact with the surroundings. • Creating an intuitive environment; whereby • Increases perceptions of safety and exposure The spatial plan takes inspiration from the Stroud the size and shape of streets create a ‘design of rail/local businesses to a wider audience. PRS by seeking to create visual cohesion between speed’ for vehicles and where there is a the site and adjacent streets to aid orientation ‘natural’ flow to the canal and town centre. • Benefits rail user experience and boost fare and decision making and covers the use of box revenue through patronage uplift materials, the scale and location of features. (Further Information in the SFP appendix)

36

1 Exposing the facade of the Imperial Hotel and outdoor The ‘Brunel Goods Yard’ proposal, harnessing the historic refreshment area that overlooks the ‘square’ as well as fabric of the site such as retaining walls, railway tracks the listed former station masters house. and the Goods Shed itself to create a distinctive place LOCAL DISTINCTIVENESS

RUSSE LL ST RE ET

N FIG 48: LEGIBLE GATEWAY TO THE TOWN CENTRE (AUTHOR, 2018)

2 IMPERIAL HOTEL

ROWCROFT 3 2

BRUNE L GO O DS SHE D

FIG 49: STATION ‘SQUARE’ (PLAN CIRCLE) OPENING (AUTHOR, 2018) Explicit Features that add to local distinctiveness 3

Implicit Features that add to local distinctiveness

1

CHEAPSIDE FIG 51: BUILDING ON KEY STATION ASSET POTENTIAL (AUTHOR.2018) POTENTIAL ASSET STATION KEY ON BUILDING 51: FIG

HILL PAUL BUILDING

A seamless, grade level access point steers attention Connecting Brunel Goods Shed to the rest of the site by away from housing purely on vehicle traffic to the Hill means of a distinctive pathway and defining a larger FIG 50: CONNECTION TO BRUNEL GOODS SHED FROM RUSSELL ST (AUTHOR, 2018) Paul building and the lure of the canalside further afield space for people to use to dwell within the setting.

37 Local Area Vitality: Increased Activities Local Area Vitality: Local Engagement

There is a real opportunity to take advantage of Change can happen soon by harnessing the the town centres proximity to the station. More energies and skills of the resident and business casual dwelling activity and passing footfall will community who have expressed an interest in Patronage Growth positively influence the site dynamics and change personalising spaces. Fostering this interest will how the area is perceived. This has the benefit of help connect people with place to improve the bring rail closer to the community. This includes: site (e.g such as visual amenity) and includes: More Footfall The ‘Allure’ of Rail Boosts Image

• Exposing the existing outdoor refreshment • Building on initial interest by neighbouring area and building facade of the Imperial businesses to install planters and green Hotel to increase informal surveillance over infrastructure along blank facades and Station Exposure the site and boost hotel footfall levels. railings to soften the site landscape.

Local Area Vitality Local Distinctiveness • Providing seating across the ‘Station Square’ • Encouraging signage and certain footways and points where people are encouraged to and street furniture to be crafted locally and stay and dwell for a while as part of creating for these to be engaging as pieces of work in

a welcoming and vibrant gateway. their own right on the site. Activities

• Offsetting past complaints of anti social • Alerting more residents to the presence and

Local Engagement Increased Materials Street Historic Context behaviour around Brunel Goods Shed by expanded role of the station via adoption Sense of Place increasing the flow of people through the activity and the use of the station rooms as area to car parks during the day and night. well as the station garden.

• The development of artistic studios around • Sourcing local products and arranging local Attracts Interest the Brunel Goods Shed, will sustain activity competitions to commission public art (e.g during different times of the day in what is murals) and key elements of the site such as presently an enclosed, ‘dead’ part of the site. signage and walkways (e.g Paint the Plank).

Stroud Prosperity FIG 52 SENSE OF PLACE OF SENSE 52 FIG (AUTHOR.2018)

38

1 Providing more seating and a pedestrian concourse, will ‘Brunel Goods Yard’; a mix of multifunctional space, artist enable people to dwell to await a lift or just to spend studios and a through connection to and beyond Brunel time in a picturesque setting. Mall MSCP , will transform vitality levels (day and night). LOCAL VITALITY AREA

RUSSELL STREET

N FIG 53 STATION 'SQUARE' SENSE OF ARRIVAL (PLAN LINK) (AUTHOR, 2018)

2 IMPERIAL HOTEL

2

ROWCROFT

1 BRUNE L GO O DS SHE D

3

FIG 54 STATION ‘SQUARE’ (PLAN CIRCLE) OPENING (AUTHOR, 2018) Routes between the site and immediate area 3 Current local area vitality

Proposed local area vitality

CHEAPSIDE HILL PAUL

BUILDING (AUTHOR.2018) SITE ON ‘LIFE’ MORE CREATING 56 FIG:

Another route option is provided from Russell Street to Improving permeability and links between London Road, the station site and onwards to Brunels Goods Shed. This Brunel MSCP and Russell Street, will add footfall leverage also links to the Subscription Rooms and Town Centre. the venues prominence and offset anti social activity. FIG 55 INDICATIVE DESIGN OF BRUNEL GOODS YARD (AUTHOR, 2018)

39 5. Supporting User Interchange

Stroud station has limited, designated provision Creation of a conventional taxi ‘rank’ (three spaces) and Upgrading the quality of footways and crossing points for supporting seamless multi-modal and multi ‘drop off/collect accessible taxi’ location (two spaces) over would be a pre-requisite to 'intuitive' connections between seen by a new resident station taxis commercial entity. bus-rail stations/stops and would require joint working. leg journeys for both public, private and third sector transport services. To cater for future rail TRANSPORT INTERCHANGE heading activity in the future and the viability of Services 61,67 RUSSE L L ST RE ET linked trips, a co-ordinated approach will be Services

Walking 1-2 min, 8A, 8B, 40, 54,54A, 61,69,229,230 required to tackle historic integration issues. N

CONNECTED TRAVEL KEY CONSIDERATIONS Walking 1-2 1min, IMPERIAL HOTEL

ROWCROFT

Public Transport (Bus) Physical Site Location BRUNE L GO O DS SHE D

Potential Services 3 63,64,67 (Stagecoach) 1

2

Third Sector (Not Profit) Connections to Station 1

CHEAPSIDE FIG.57:: INTEGRATED TRANSPORT PLANNING TRANSPORT (AUTHOR.2018) INTEGRATED FIG.57:: HIL L PAUL BUIL DING

The relocation of the current bus station was quickly refuted due The island and feeder services are tailored to rail users and to the spatial constraints near site and congestion concerns near positioned to reduce pressure around site pinch points. The Private Operators (Taxi) Services & Promotion Wallbridge by Bus Operating Companies (BOC’s) and residents. number of bus bays can be later expanded to meet demand.

40

KEY CONSIDERATIONS KEY Services & Promotion CONNECTED TRAVEL Physical Site Location Connections to Station

The scope to support feeder bus links from across the Enhancing the connections between the station and Plans to enhance bus-rail integration are in keeping with station catchment area, has instead been recognised; existing bus stop provision, located on Russell Street and LTP guidance by proposing joint bus-rail, Real Time due to the ease of switching service routing and the Kings Street, would be a prime cross cutting objective; Information (RTI) displays at both bus and rail stations compatibility of the vehicle fleets used by Stagecoach serving to improve bus-rail integration, enhancing the and e-ink displays at bus stops within 400 m of the rail and Cotswold Green to navigate the constrained site ease of access to the town centre and future ‘flexi bays’. station. This is alongside the expansion and promotion Public Transport (Bus) setting. This has cumulated in a ‘transport interchange Protecting bays against abuse, will be necessary through of PlusBus ticketing (for both BOCS’s) through identified ‘island’ (that also doubles as a covered walkway). the use of kassell kerbing and clearly demarcated bays. tourism and resident based programmes and outlets.

An understated part of the local ‘transport mix’ whose The provision of kassell kerbing on the island, enables There is real scope to explore bespoke ‘shuttle’ services potential to provide ‘shuttle’ services and local presence step free access to be made whilst safeguarding the serving the station across the Stroud Valleys (based on has been considered in the design. The allocation of a space against misuse. Sufficient room has been provided GCC ANPR data and the Haslemere Feasibility Study) Community Transport (CT)/Minibus bay on the transport for rear access to be granted based upon the fleet used and for onward travel information to feature a greater island, adjacent to the main access point, is driven by by local operators (e.g Community Connexions and Glos diversity of contacts /links to appropriate Third Sector the access demands of the user demographic (PCG’s) Minibus) and the access and alighting of wheelchair organisations. The link to Bristol, by rail, has also been Third Sector (Not Profit) and the vehicle scale (nearby a crossing; sightlines). users. Seating is also in the nearby vicinity. referenced in the Cam and Dursley Station Travel Plan.

Simplifying taxi integration and balancing the interests of A ‘defensive’ design across ‘station square’ as well as at The relocation of the taxi ran to Cheapside, purposefully (six) private operators, who pay an annual licence fee to Cheapside, is proposed to overcome the ‘dwelling’ of coincides with plans to create a station taxis office and GWR (£450) for parking privileges on site, and local non liscened taxi operators at the station whilst making greater informal surveillance over the taxi bays. A operators dropping off passengers. The aim is to create sure that passengers are guided to the formal taxi rank multifunctional platform canopy will offer sheltered ‘informal enforcement’ and a conventional ‘rank’ system and can easily board or align vehicles. Rank bays will be provision during dwell periods for passengers adjacent Private Operators (Taxi) in the context of improving site ‘gateways’ and desire reduced to five to maximise utilisation of space on site to the taxi rank to guard against inclement weather. The line pathways and leveraging access over the railway. and split between ‘dwelling’ and ‘pickup/collect’ bays. 24hr operations also boost perceptions of safety on site.

41 6. Covering the First & Last Mile

A number of issues can be addressed across To make active travel the ‘normal’ way to go Investment within the station boundary must be Stroud to encourage more people to travel by rail between the station and points of interest some matched by coordinated investment ‘on route’ to and to increase the level of sustainable journeys of the headline themes in this regard, include: fill the missing gaps in the travel network such as: made over the ‘first’ and ‘last’ mile. • Creating a shared use, bi directional active • Developing a suitable crossing between the This is the part of a journey between the station travel route from the station past Brunel Newland Homes development at Bath Place and surrounding points of interest in Stroud, that Goods Shed and Brunel Mall MSCP to in line with proposed site access points, can be undertaken by foot or by bike, namely : external car parks and supermarkets. future footfall and tourism traffic flows.

• New mixed use developments and canalside • Creating new and improved pedestrian links, • Providing Hill Paul residents and Ecotricty retail offer currently underway at Bath Place, including the aforementioned connection, to staff with safe and convenience transition Cheapside by Newland Homes (completion improve route choice for users wishing to through to the station and town centre via a in 2021) and proposed at Fromeside. avoid using accident hotspot, London Road. grade level shared space intersection.

• Off road recreational and commuter shared • Confronting the two main site ‘pinch points’ • Safeguarding the route course for a shared use paths along Stroudwater Navigation and at access points the main station car parking use pathway between the former Midland National Cycle Network (NCN) Route 45 to areas by relocating parking and remodelling Railway Station and development site at Nailsworth or Severnside (from Cheapside). the space to expand driver sightlines. Fromeside alongside the link to NCN 45.

• The plethora of education establishments in • Designing new footways around the desire • Taking inspiration from Stroud PRS to create the town, namely Stroud College and Marling line movement of the public between the a distinctive and legible, town centre junction Grammar School, whose students frequently platform access points and new cycle design compromising of shared space and connect with rail services as part of a journey. facilities and adjacent trip attractors. slow design speeds to aid pedestrian priority.

• Tourism destinations and event locations • Opening secondary access point to Platform • Developing a coherent signage scheme and such as Brunel Goods Shed, the Subscription One via a footway and shared use pathway wayfinding model for the town that is then Rooms and Museum on the Hill (Stratford from Russell Street and Brunel Goods Shed used to guide investment in signage on the Park) within the urban catchment area. respectively during peak (manned) periods. site and at key decision making points.

42

PLAN CIRCLE

2 1 2 Four cycle parking stands (Sheffield Stands) along desire Installing a boardwalk linking the station with a proposed gantry line, high footfall route, covered by informal surveillance at Brunel Goods Shed and a footway around to the ‘Brunel and catering to both Bainton Bikes and rail commuters. Goods Yard’ and shared use path past Brunel Mall MSCP. SUPPORTING ACTIVE TRAVEL New Shared Use Pathway Exisiting Pedestrian Footway

RUSSE LL ST RE ET New Pedestrian Footway

FIG 58 (LEFT) CYCLE LOCKER (BROXAP, 2018) SHEFFIELD STANDS (AUTHOR, 2018) N

3 4

ROWCROFT

4 1 5 3

BRUNE L GO O DS SHE D 1

FIG 59 TEMPORARY PERMEABLE PATHWAY AND STATION SQUARE (AUTHOR,2018)

A multifunctional canopy serves as both a dwelling 5 6 space for public transport and ‘kiss and drop/ 6 collect’ users as well as a walkway to car parks.

CHEAPSIDE FIG.61:: ON SITE ACTIVE TRAVEL UPGRADES (AUTHOR.2018) UPGRADES TRAVEL ACTIVE SITE ON FIG.61:: HILL PAUL BUILDING

Moving and changing the station access point to enable a desire Creating a 3.5m shared use pathway around the side of line (raised) crossing to be incorporated into the area footprint. Brunel Mall MSCP that provides sufficient clearance (5 m) to This enables a smooth tranisition to surrounding developments. the ‘live’ railway line and links to peripheral parking sites. FIG 60 SECONDARY ACCESS POINTS (PLATFORM 1 & 2) AUTHOR, (2018)

43

PLAN LINK

1 Desire line footways and a defined pedestrian concourse Developing a 2m wide pathway to accommodate pedestrians area, reduced crossing distances and overall 'inviting' and single direction cycling movements towards the direction of square from the station access points. the station around Brunels Good Shed and behind static cars. SUPPORTING ACTIVE TRAVEL New Shared Use Pathway Exisiting Pedestrian Footway

RUSSELL STREET New Pedestrian Footway

FIG 62: SINGLE WAY TRAFFIC AND CONTRA FLOW BIKE LANE (AUTHOR, 2018) N

2

ROWCROFT 2

1

BRUNE L GO O DS SHE D

FIGFIG 63: X LINK LINK ROAD ROAD AND AND PATHWAY PATHWAY AROUND AROUND BRUNEL BRUNEL MALL MALL MSCP MSCP (AUTHOR, (AUTHOR, 2018) 2018)

Creating defined walkways from the peripheral car 3 parks across the 'zone of influence' to the station , 3 points of interest or employment (e.g Ecotricity).

CHEAPSIDE

FIG 65: ON SITE ACTIVE TRAVEL UPGRADES (AUTHOR, 2018) (AUTHOR, UPGRADES TRAVEL 65: FIG ON SITE ACTIVE FIG.X: ON SITE ACTIVE TRAVEL UPGRADES (AUTHOR.2018) UPGRADES TRAVEL ACTIVE SITE ON FIG.X:

HILL PAUL BUILDING

Shared use, flexible service and delivery bay that outside of Developing a single carriageway (minimum standard 2.5m), delivery periods forms part of a defined pedestrian concourse alongside a 2m wide pathway, around the side of Brunel leading onto a pathway to car parking and Brunels Good Shed Mall MSCP. to permit vehicle and active travel movements. FIGFIG 64: X VIEW VIEW TOWARDS TOWARDS THE THE NEWLAND NEWLAND HOMES HOMES DEVELOPMENT DEVELOPMENT (AUTHOR, (AUTHOR, 2018) 2018)

44

1 Merrywalks junction remediation and Stratford Park The ‘Four Clocks’ and Subscription Rooms are key civic spaces Cycleway proposed to improve links and conditions for and ‘nodes’ where better connectivity to the station is pedestrians and cyclists around town centre gateways. proposed by foot and bike via Russell Street. THE FIRST AND LAST MILE LAST AND THE FIRST

Proposed Upgrades to Active Travel Links

Established Active Travel Link (Shared Use) N

FIGFIG X66: SINGLE SINGLE CARRIAGEWAY CARRIAGEWAY ALONG ALONG RUSSELL RUSSELL STREET STREET (AUTHOR, (AUTHOR, 2018) 2018) New Pedestrian Travel Links

2 New Active Travel Links (Shared Use)

2 Legible Crossing Junctions

1

3

FIGFIG X67: SHORT SHORT CROSSING CROSSING AND AND RAISED RAISED JUNCTIONS JUNCTION ON KINGS STREET (AUTHOR, 2018) Stroudwater Navigation (Sapperton & Severnside) 3

NCN 45

(Nailsworth & Stonehouse) FIG PLUGGING THE SITE INTO THE LOCAL AREAL (AUTHOR.2018) AREAL LOCAL THE INTO SITE THE PLUGGING FIG FIG 69: PLUGGING THE SITE INTO THE LOCAL AREA (AUTHOR, 2018) (AUTHOR, AREA LOCAL THE SITETHE INTO 69: FIG PLUGGING

There is a need to ‘fix the link’ between the station site Access by bike and on foot will enable people to tranisition and NCN 45 via Cheapside and the exisiting underpass between car parks and avoiding London Road with future through future Wallbridge and canalside developments. aspirations to connect onto the canal further downstream. FIGFIG X68: CONNECTIONS CONNECTIONS ACROSS ACROSS FOUR TO FOUR CLOCKS CLOCKS (AUTHOR, (AUTHOR, 2018) 2018)

45 7. Unlocking Social Value Gateway Tourism Facility: HUB Stroud

There is huge potential across the station site to Creative Sustainability (CS), the established Clarity is required by GWR as to the structural develop greater social and commercial value by station adopter group, alongside Stroud Town integrity of the proposed gateway facility, the supporting existing, local enterprises flourish and Council, have forged a working partnership with former stationmasters office located on Platform maximise their potential whilst boosting and Haslemere Community Station partnership (CSP), One adjacent to the Goods Shed Cafe, to hint at complementing the rail offer for current and to develop a bespoke proposal for a travel and the capital costs required to retrofit the facility prospective users. Proposals and the neccasary tourism at the station. This takes inspiration from alongside three other redundant rooms across infrastructure is already in place to ignite action. the ‘Welcome to the South Downs’ gateway the station site. This may need to involve : tourism facility to provide a personalised visitor offering to enhance links with local trip attractors. • Consolidating GWR stock materials across the rooms into one smaller room on Platform This proposal complements a tourist information Two or a single space. in the town and builds on the emerging tourism plan commissioned by SDC and the rebranding • Setting a peppercorn rent for charging of the visitor offer locally; a popular initiative ‘incubator’ units for social enterprises and based on 2017 survey feedback and recent future tenants as a new revenue stream. stakeholder interviews. The approach seeks to provide a TOURISM HUB and a CYCLE HUB by • Developing a clear set of guidance and better utilising the former stationmasters office information for new and prospective tenants located on Platform One. The Stroud HUB is: around station access and regulations.

The diversity of products and services being Designed to engage the community by providing a offered and the private, public and third sector cycle project, sustainable transport options, partnership woven in the proposal, will help Discover Stroud initiatives, employment cover rental expenditure and day to day costs of opportunities, tourist and visitor information in running the facility and to support the additional Stroud’s GWR station. (CCIF Proposal: Appendix x) employment opportunities being created.

46

Cycle HUB

A space to facilitate cycling in and around Stroud Current tourism offering is inadequate and located in a ‘dead The location of the Goods Shed Cafe, naturally complements a end’ space (waiting room) which could be better utilised as an bike and tourism gateway facility; particularly as both would to aid the first and last mile by bike for visitors incubator unit for a commercial gain (in line with new facility). be connected internally. A working partnership is desirable. and residents, including a bicycle workshop and: STROUD HUB (PLAN CIRCLE) STROUD (PLAN HUB • Push bike and e-bike hire and sales • Cycle repair and maintenance services • Secure bike lock up for GWR train users N • Advice on mapped cycle networks • Guided cycle tours to places of local interest

Sales will support the Access Bike Project; a youth led, Not for Profit initiative to support and aid disadvantaged and disabled young people to Former station toilets and office/stock locations could be utilised in more Building Access Points gain skills, confidence and work competencies. effective ways (e.g incubator units).

Tourism HUB

The Stroud HUB communication plan, aligns with SDC, STC and Cotswold Canal branding, with CS providing hospitality and tourism training

qualifications and mentoring to develop: FIG 70: RETROFITTING THE STATION ROOMS (AUTHOR., 2018) (AUTHOR., ROOMS RETROFITTING 70: FIG STATION THE

• Integrated, interactive information resource

• Visitor Personalised Travel Planning (PTP) Safeguarding the largest room on Platform Two to invite a Proposed location of Stroud HUB in the former, grand station • Cycling and walking collateral and tours new ‘station taxis’ commercial entity to be based at the station masters office with platform, and potentially forecourt access, • HUB for sustainable tourism development with good views over the site and adjacent taxi bays. permitted. Cafe stock cupboard retained or relocated.

47 Linking Value Functions SVA Brunel Goods Yard Project

Stroud HUB seeks to forge a collaborative Stroud Valleys Artspace (SVA) are currently The masterplan design alludes to the SVA site relationship with the Goods Shed Cafe and the negotiating and extension of the current lease for proposals for freight container units, ’leaching’ emerging edible garden. The ‘Kitchen HUB’, a the iconic Brunel Goods Shed with NR by another into the immediate vicinity to help frame a proposal that is being explored at a later date, 25 years after taking on the responsibility from multifunctional space that is financially self looks to make use of the cafe space and facilities Stroud Preservation Trust (SPT) in 2014. This is sufficient, pays tribute to the industrial character outside operating hours (06:00-11:00am) for with a view to continuing developing the site into of the site and is quick to deploy. The design is hosting food and community network events. a cultural venue and artist facility and expanding modular and agile whilst retaining public access the regularity of events and festival activities. and increasing permeability. This may include developing a supply chain of produce from the edible garden scheme to ‘feed’ The plan design seeks to play on the aspirations The social value element of the site accounts for the cafe alongside cross promoting and selling of SVA to upgrade and future proof the building a change in land management and ownership to local foodstuffs sourced from across the town structure by replacing rolling shutters with glass continue permitting public access and facilitating through station outlets. This ‘circular’ economic doors and creating step free access internally to the sites conversion into a productive space. model legitimises the role of the edible garden maximise site inclusivity. Indicative designs for a Further discussions are required on the basis of: and helps to further build the connections funding application to the Garfield Weston between station and the community. Foundation, also references the provision of • The formal transferral of publicly owned land recycled freight containers as new artist studios. from NR to SVA (a charity) under a The significance of the station lends itself to ‘in Community Asset Transfer (CAT) (TBC). kind’ volunteer support being offered (through The proposed modular units, in keeping with the the local Skills Register) and also the opportunity industrial character of the site and suitable for a • The continued management of the land by to sustain revenue generating initiatives in the quick deployment, will enable the creative NR and newly established lease arrangement rooms through ‘community shares’. This is a way industries to continue flourishing, as envisioned with SVA based on a peppercorn rent; or of generating capital to sustain baseline activity in local discourse, whilst triggering a retrofit of and permits residents to buy fixed rate shares in the immediate surroundings; which is identified • The compulsory purchase of land by Stroud a facility for nominal dividends paid in monetary in the Stroud NDP as a potential ‘civic space’. This DC and subsequent lease arrangement with or non monetary terms (TBC). will involve reclaiming land occupied by parking. SVA based on a peppercorn rent.

48

Regardless of which option is preferable over the Artists working at different hours will help provide short term, the proposal invites a discussion on informal surveillance during the day and night. Overspill creating ‘community shares' to enable local lighting will also aid perception of safety. residents to invest a nominal sum in aiding the initial capital investment required and in return The core part of the site is a multifunctional space with receiving dividends based on the units being let the ability to adapt its role for set occasions and events by artists. This keeps resources circulating locally whilst retaining its function as a thoroughfare. and keeps the scheme grounded. FIG 71: SVA INDICATIVE DESIGN FOR ARTIST STUDIOS (AUTHOR, 2018) BRUNEL GOODS BRUNELYARD GOODS CIRCLE) (PLAN PLAN CIRCLE, in particular, seeks to retain a sense of enclosure whilst permitting active travel movements (and emergency vehicles) to pass N through unhindered. The space can be framed by customised containers looking out onto the site and the host of functions and activities taking place on site throughout the course of a day. This scheme can be more easily deployed short term; with or without links around Brunel Mall MSCP.

The proposals for the ‘Brunel Goods Yard’ are ongoing and will be strongly influenced, at a later stage, by the preferable ‘model’ for the site; based on consultation feedback. The enthusiasm and commitment by SVA to preserve and enhance the area, will inevitable support Trackside access must be retained but retractable Stepped access or a future lift facility, is proposed to proposals to create better links through the site; bollards can be used to create ‘filtered permeability’; assist with the tranisition between London Road and the allowing only active travel users to access the yard. Brunel Goods Yard. Access is provided via the MSCP. from the station through to Brunel Mall MSCP. (AUTHOR.2018) DEVELOPMENTS INDICATIVE SVA 72: FIG

49 8. Servicing Site Users Stroud Car Club Partnership 24hr Parcel Lockers

Much of the feedback and evidence obtained Stroud Valley Project (SVP); a Not For Profit (NFP) The provision of a parcel locker facility at the through the study and past research, suggests organisation have expressed preliminary interest station, was well recieved in survey feedback due that more can be achieved to enhance the user in moving into a commercial car club venture and in part to the convenience of collecting items experience and the overall ambience whilst being mirroring schemes such as Enterprise Car Club whilst 'on route' during any time of the day. With in the station surrounds. This also includes which are evident across other parts of the GWR many commuters travelling from across a wide providing more services, beyond rail tickets, that network (e.g Bristol). urban and rural catchment area, lockers can can boost the appeal of rail travel and for these reduce ‘wasted’ journeys taking place to homes to bring mutual benefits across the community. The car club offer could be cross promoted at the and help with reduced localised congestion. station, through the tourism gateway facility, with There are a plethora of options and numerous a targeted promotional push across the The facility will inevitably reduce ‘freight miles’ discussions taking place on what small scale hospitality industry, as part of a local tourism around the town if parcels can be deposited at measures are deployable for servicing site users; plan. This is to encourage people to travel by rail one location with flexible delivery bays being with many barriers being experienced. to Stroud whilst still having access to a vehicle on proposed on site to cater for such activity. The a demand responsive basis during their stay. need for an accessible facility is also apparent as access to the Hill Paul complex (50+ flats) is The Imperial Hotel which fronts the forecourt restricted (with no storage facility provided). New area, would serve as an ideal pilot with a ‘test’ residents to the Newland Homes site will also bay in the forecourt designated over a summer benefit (whilst adding to the exposure of rail). period with informal signage used to demarcate the use of the bay for specific users. Further information is required from GWR as to contracted parcel locker facility with Amazon to Inevitably, the loss of a single parking bay to understand the scope for a facility at Stroud account for a car club vehicle (amounting crudely station. InPost, who operate two locker schemes to £1,040 annually based on one daily use), could at Merrywalks Shopping Mall and at Fromeside be offset through an annual licence paid to GWR (John Stayle), are also exploring the feasibility of which in turn would be funded through new relocating or deploying a new locker facility. The hotel, visitor and resident subscription fees. locker must be located along high footfall routes.

50

Vendor Machine: Local Produce Good on Paper Dispenser

The lack of refreshment facilities at the station Another way in which to connect the station and outside of the cafe opening times, has been the local community is through the cross expressed by regular commuters as well as promotion of a local independent magazine visitors; particularly those who have endured promoting arts , music and performance; themes FIG 73 (LEFT) STROUD CAR CLUB (SVCC, 2018), IN POST LOCKER (INPOST, 2018) periods dwelling at the station in between synonymous with Stroud and the 'sense of place’. prolonged gaps in rail service frequencies. ‘Good on Paper’ have expressed interest in developing a portable dispenser for the station Generic vendor machines exist at the station, to to complement others across the town. serve a need , however, there is an opportunity to cater for commuter needs by installing a vendor Green Infrastructure machine selling local, staple produce for rail users to collect 'on route’; complementing the Whilst not a service, rail users, local businesses ‘circular’ economy being created at the station. and the public at large have explicitly expressed a

FIG 74 (LEFT) MILK VENDOR (CHESTERFIELD) AND ‘LIVING WALL’ (AUTHOR, 2018) desire to ‘green’ the station site with Ecotricty Station Piano having been engaged in 2017 to weave a ‘living wall’ into the new design for their premises on A station piano is a quick win measure being Station Road. Capital costs would be required. muted locally to enhance the sensory experience of travelling by rail that plays on the vibrancy and Other green features, such as planters, which are culture in Stroud. To avoid being intrusive to staff lower maintenance, have been advocated and members, the piano could be located in Platform proposed at key locations, with the Green Spaces two waiting room which is then locked outside of team at STC and Michael Gamble, amongst manned hours. This will add 'life' to the site. others, offering to tend to flowers periodically. FIG 75 (LEFT) THORNTON HEATH PIANO AND GOOD ON PAPER (ANON, 2018)

51 Phasing

1. Introduction STROUD STATION INDICATIVE PHASES

This masterplan intentionally avoids being too A key trigger date for deploying initiatives should • Phase Now: ‘Easy’ quick wins to overcome local scepticism prescriptive and deterministic when laying down coalesce with major changes to the GWR for change, now a desired approach to implimenting change. The timetable planned during early 2019. The recent focus in Stroud is on taking a pragmatic, yet announcement for further CCIF by GWR presents, • Hill Paul Patch (P1): Change in parking alignments, new short term bays and a taxi rank aspirational stance on what can be realistically an opportunity to create a focused application delivered over the short and long term. This will alongside the franchise renewal process leading • Hill Paul Patch (P2): Transport interchange island and help manage expectations and co-ordinate the up to the next operating period commencing reconfiguration of SDC parking focus of future investment. from April 2020 for the South West region. • Town Centre Tranisition (P1): Flexi bays and public realm improvements (including new junctions) It has been acknowledged that local priorities will The phases being suggested, sit along a fluid undoubtedly change over time and that the timeframe and are open to later interpretation. • Town Centre Tranisition (P2): Focus on upgrades to validity of proposed measures may be affected They will require re-working into perpetuity. Station Road and crossing over to Kings/Russell Street by subsequent shifts in attitudes and strategies. Some phases are more easily identifiable as • By Past Brunel: Changing parking alignments and new Nonetheless, the importance of plan resilience to suggested and are more time dependent or rely pathway to Brunel Goods Shed from Russell Street. respond accordingly to key triggers, such as the on sequential change happening on site. availability of funding opportunities or changing • Station Square: Redevelopment of the space into more of a civic area, with some parking retained habitual travel behaviour patterns, is required. The preferred model will also dictate the phased approach. For example, the station forecourt • Brunel Goods Yard: Proposed development of a The phases proposed are not designed in a rigid redevelopment is clearly required but the timing multifunctional space adjacent to the Brunel MSCP chronological order but instead allude to may not conducive immediately, comparatively, • London Road Link: The missing gap and pivotal point for aforementioned ‘trigger’ points in each case to to opening up the Brunel Mall MSCP to enable creating another access point to the site set in motion change and to monitor the impacts. people to park there during construction work.

52 STROUD STATION INDICATIVE PHASING

FIRST FIVE YEARS (2024) SECOND FIVE YEARS (2029)

SVA Brunel Goods Shed Project ‘FLOATING’ DEVELOPMENTS

Access for All Footbridge N KINGS STREET

Cheapside / Parking +

Wallbridge Amphitheatre Development STROUD STATION PHASED DESIGN STATION STROUD RUSSELL STREET Newland Homes Development

Merrywalks Development

CHEAPSIDE

Phase NOW By Past Brunel

LONDON ROAD PLAN CIRCLE PLAN Hill Paul Patch (P1) Station Square

Town Centre Transition (P1) Town Centre Transition (P2)

Hill Paul Patch (P2)

Brunel Goods Yard London Road Link STROUDWATER NAVIGATION

BRUNEL MALL MSCP

Phase NOW By Past Brunel

Hill Paul Patch (P1) Station Square PLAN LINK PLAN

Town Centre Transition (P1) Town Centre Transition (P2) FIG 76 PHASED STATION DEVELOPMENT MAP (ORDNANCE SURVEY 2018) SURVEY (ORDNANCE MAP DEVELOPMENT STATION PHASED 76 FIG

Hill Paul Patch (P2)

London Road Link Brunel Goods Yard

53 Two Leeds Cycle Lockers 2. Phase Now Traffic Regulation Order (Station Road)

Cost: £4k - £10k Cost: £1.5k - £2k Stroud has recieved relatively little investment Owner: Gloucestershire Highways Owner: GWR comparatively to other stations along the Golden Timescales: 4 months (temporary to long term) Timescales: 3 months Valley line and across Gloucestershire generally; Status: Ongoing Status: Proposal Submitted with the exception of obligatory service and Funding: GCC, STC, SDC Funding: GWR, SDC aesthetic upgrades in line with DfT standards and franchise commitments. The desire to start There are advantages to removing short term Aligned with retrofitting the station rooms, is the seeing changes now, cannot be understated. parking along Station Road by front loading the opportunity to immediately diversify the cycle- TRO change process to help influence the rail offer to rail users. E-Cycles have repeatedly A clear agenda has been set out in response to behaviour of motorists within the vicinity of the expressed a desire to expand into hire services at overcoming local scepticism that change will station forecourt. A temporary TRO enables the the station. The aforementioned lockers would occur, at Stroud Station. The following change process to be fast racked with extensions support the provision of two e-bikes per locker, interventions are scaleable, ‘quick wins’ that build also permitted over time and in conjunction with per platform under the eaves of the footbridge; on current levels of momentum generated an analysis of how successful the measures is in as a pre-requisite for E-cycles to operate a hire through the masterplan process and that have alleviating wasted journeys and user conflict. bike scheme from the station. been expressed through recent survey feedback.

The proposal is timely; a new highways contract, This would be based on a keypad locker system Most importantly, they do not entail significant coming into fruition in 2018, should speed along and tailored towards visitor travel by rail cross logistical challenges or disruption that may delay the process and enable match funding to be promoted through the tourism facility and deployment and feasibility and require as little generated. The impact of this operational change through the Plus Bike scheme longer term via interaction with the rail industry as possible to not only has constructive and desirable changes online booking platforms. The lockers provide a kick start some tangible change. Nonetheless, to the streetscape along a key gateway in the sheltered drop off facility outside of station they are pivotal to changing perceptions that will short tern, but also ‘buys time’ in developing operational hours whilst E-Cycles have also dictate the future course of changes on site. other parts of the site as set out in the plan. committed to maintaining bike provision.

54 Sheffield Parking Stands Passenger Canopies (Model Dependant) Virtual Messaging System (VMS)

Cost: £167 (4) x 2 sets (Plt 1 + 2) Cost: £71k (contemporary) - £208k (heritage) Cost: £30k-50k Owner: GWR Owner: GWR Owner: GCC, SDC Timescales: 3 months Timescales: 6-12 months Timescales: 12-32 months Status: Proposal Submitted Status: Proposal Submitted Status: Pending Funding: GWR, SDC Funding: GWR Funding: GFirst LEP, GCC

An obvious, cost effective initiative that Investing in a multifunctional canopy that double VMS presents a game changing opportunity to immediately satisfies rail user demands for as sheltered cycle parking and waiting areas for think smarter around parking management greater parking capacity to complement existing taxis, kiss & collect activity and for passengers across the town to catalyse the incremental shift provision. The proposed location is readymade awaiting to board rail services or make onward in vehicle movement and parking behaviour. No adjacent to a key platform access points outside journey connections. The timing is again financial commitments, capital or revenue, have of the main desire line footway and covered by convenient; the investment would incur relatively been made but forthcoming reviews of the LTP both informal and CCTV surveillance. little disruption to rail user journey arrangements. and Stroud NDP will shape an invitation to explore the multifunctional benefits of VMS The investment in four, grounded, Sheffield As well as a statement piece, they align feedback alongside recent parking consultation feedback Stands, suitable for the spaces identified, will on providing enhanced ‘dwell time’ facilities and that references addressing vehicle circulation. boost capacity and lend itself to catering for improved cycle parking numbers. They also mark dockless Bainton Bikes as a major hub for making the point of transition to and from the station The benefits of a quick deployment, includes the onward journeys as a visitor. The stands selected and will help dictate the street palette selected ability for changes in travel behaviour to comply with Bainton Bike user policy. for adjacent street furniture. immediately prime the forecourt for being a high quality public realm and to stimulate next stage The selected finish attempts to mirror the The preference is for the canopy style to play on discussions with SVA and SDC to unlock the door proposed waiting canopies on site and pay traditional, vernacular designs symbolic of the through to Brunel Mall, a long held aspiration. homage to existing design code across the town Victorian era, but with a modern, contemporary This also includes the potential to redevelop the The investment very much aligns with local twist by adopting the unique five sided support area surrounding Brunel Goods Shed. Alternative, objectives to boost cycle parking numbers across columns that pay homage to the Stroud Valleys. short term, better parking signage, especially the town and improve town ‘gateways’ Both canopies, would immediately be utilised. around Wallbridge, can steer vehicle direction.

55 Two Fast Electric Vehicle (EV) Bays Station Road Remediation Works Station and Station Road ‘Clean Up’

Cost: £2k-3k (one unit) Cost: £2-3k (Operation) £10-20k (Physical) Cost: GWR, In Kind Support Owner: Chargepoint, GWR Owner: GCC, STC Owner: STC, GWR, Station Adopters Timescales: 12 - 18 months Timescales: 6-24 months Timescales: 1-2 months (with TRO plan) Status: Pending Status: Pending Status: Pending Funding: GWR, Chargepoint Funding: GCC, GWR, STC Funding: GWR, STC

Momentum has gathered around the installation A neccasary project to coincide with a TRO As the carriageway along Station Road takes on a of EV bays along current power supply networks change that immediately seeks to address new identity, a targeted and tailored behaviour across the station site to enhance the parking inhibitory conditions over the first and last mile. change initiative with residents and businesses offer to rail users; based on rail user feedback. This involves creating flush, dropped kerbs across along its entirety, is strongly recommended, This would compromise of two Fast EV Points the footway abutting the station forecourt and alongside an agreed a code of conduct, for requiring the user to park for an extended stay. extending footway dimensions to enable bi disposing of refuse waste and recycling material directional movement. This can coincide with that does not hinder freedom of movement. A Site audits were undertaken by Chargepoint laying Yorkstone paving (see SFP) to a minimum designated ‘on road’ bin location is proposed; (Appendix x) to identify suitable, visible bay 2m footway width only on collection days. locations. An offer was presented to match fund an additional EV point if funding could be This is expanded out near the Imperial Hotel (at a Evidence of neglect and fly topping on site must secured for a single unit. To take advantage of later date) to 3.75 m to incorporate an informal be resolved in the immediate future. This was this opportunity and to future proof expansion, delivery bay (that feels part of the path) whilst identified in survey feedback and is conducive to the station square is a preferred point installation the carriageway along Station Road will be enhancing visual amenity and peoples reduced to minimum dimensions (5.5 m) and a perceptions of rail and the station. Maintenance This decision coincides with efforts to create a design speed of 5mph to slow vehicles. A grade of site assets, forms part of GWR and APCOA designated section of 'smart bays’ along current level surface can be completed at a later date (parking management company) franchise parking alignments in the station forecourt, depending on funding availability and in obligations. A maintenance day is proposed whilst enabling suitable user policy guidance to conjunction with other street developments going forwards on an agreed timetable between be developed before rolling out more extensively. nearby to support the town centre transition. GWR and the station adoption group.

56 Stroud HUB Gateway Tourism Facility There is emphasis placed on retrofitting the Car Park Resurfacing & Brunel Mall MSCP former stationmasters office at this point in time Cost: £5k - £20k to take advantage of funding opportunities and Cost: £5-10k Owner: GWR, Network Rail support offered by ACORP; taking inspiration Owner: Network Rail, Bransby Wilson, SDC Timescales: 6 - 18 months from the community stations initiative as well as Timescales: 6-12 months Status: Proposal Submitted the burgeoning partnership with Haslemere Status: Proposal Funding: GWR, ACORP, HLF, RHT, STC, SDC Community Station Partnership (CSP). Funding: Bransby Wilson, NR

The proposed ‘headline’ intervention to coincide Furthermore, the stations historic significance As the Brunel Goods Shed project takes places, with recent station adoption and the need to enables support to be generated through the the loss of parking spaces resulting from the establish a ‘legacy vehicle’ for sustaining interest Railway Heritage Trust (RHT) and Heritage Lottery proposed allocation of artist studios, would be and following through on proposals. This has a Fund (HLF); both of whom have been engaged; timely with the resurfacing of the area generally; clear focus on enhancing the tourism and rail with advisory support provided by Stroud if this is not already completed by the current offering, catalysing investment in the station Preservation Trust (SPT); the group responsible parking operator, Bransby Wilson (who have facilities and aligning work with station tenants. for restoring the Brunel Goods Shed. The timing refused to provide contractual information) again is crucial for reinvigorating the stalled The timing is crucial; the adoption group are investment in a station garden. A temporary surface; such as permeable netting currently embarking on a tourism strategy and or standard rolled asphalt, would be a short term brand identify for the town whilst SDC have The proposed satellite tourism facility, as solution. This should coincide too with reopening recently relinquished control of the Subscription previously described, can immediately plug the the door to Brunel Mall MSCP to provide a route Rooms and the tourist information facility; paving gap in addressing equalities issues and assist rail between the station with the demand being the way forward at this critical point changing users in various capacities. The human presence created to extend operational times to cater for the perception of the station to serve visitors. offered outside the shoulders of the day and rail users needs. bespoke training provided through Creative The room in question is structurally sound yet Sustainability to assist passengers, will offset Additional information will need to be requested under utilised. Establishing a tangible base at the existing such concerns in the short term, present to understand the timeframes on the car parking station, will set a positive tone for co-ordinating no operational costs to GWR (extending staff site lease interests locally, including the involvement of hours) and will in fact boost the journey people across the town (Local Skills Register). experience for a wide range of rail users.

57

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